Take Off My Aviation Era - Chapter 1680

The reason why Japan’s 7090 series regional passenger aircraft project was to be destroyed was not related to the country that the project belonged to. It was entirely an instinctive stress response from a large aviation manufacturing company.

It’s like drinking water when you are thirsty and eating when you are hungry.

After all, China’s take-off is no longer the twenty-third branch of the year. A proper one of the world’s three major aviation manufacturing giants must have the temperament and ambition that a giant should have.

What’s more, China’s take-off has also come from small planes, regional airliners, and mainline airliners. No one knows better than Zhuang Jianye how many tricks there are. In this case, Japan’s 7090 series regional airliner project can safely engage in regional airliners. It’s a hell. Woolen cloth.

With the character of that group of guys, it is guaranteed that they will work hard to lean on the main line passenger plane. After all, the main line and the branch line are technically layered window paper, or the kind of window paper that breaks in a single poke.

By then, the East Asian aviation manufacturing industry will not be the only one of China’s take-off. Japan’s Mitsubishi will launch a strong impact on China’s take-off. At least the Southeast Asian market, which is about to be swallowed by China’s take-off, will be taken over by Japan’s Mitsubishi. Mostly.

When Boeing and Airbus stabbed a few more in the back, China’s take-off may not be able to sustain even the difficult days, and it will have to hit the street directly.

What’s more, Japan’s 7090 series regional passenger aircraft project has also attracted Boeing into the partnership, which has to make Zhuang Jianye more vigilant.

You know, Boeing has been looking for alternative manufacturers in order to get rid of its dependence on China’s Ascendas product supply chain over the years, and has continuously increased its investment in New Delhi. It is to rely on New Delhi’s cheap labor to replace some of China’s Ascendas low-end parts.

It’s just that this road is not going smoothly, because New Delhi’s infrastructure, power system, logistics and labor quality have greatly restricted Boeing’s expansion in New Delhi.

So many years have passed, and articles that are optimistic about New Delhi are already flying, but Boeing’s investment in New Delhi is really implemented in a software system development industrial park in Mumbai.

The rest, such as rivet factories, sheet metal factories, and small parts production bases, have not even seen a shadow.

In desperation, I could only cooperate with the Hindustan Aeronautical Manufacturing Consortium. As a result, the product quality was difficult to describe. For a most common rivet, the Hindustan Aeronautical Manufacturing Consortium could produce five different specifications. That’s all, the key is that the number is still much less.

It was obvious that someone had stolen himself by guard and went out to exchange money with Boeing’s rivets.

This matter must be investigated.

The Hindustan Aviation Production Consortium is also quite cooperative, letting Boeing feel free to check it out. As a result, Boeing checked and searched, but found that nothing could be found. On the contrary, he was like a ball. The various departments kicked around.

So Boeing at the time almost didn’t go crazy directly.

But even so, Boeing still did not give up New Delhi. After all, does any industry need to be cultivated slowly? I wonder if the domestic manufacturing level was also poor at the time. After so many years of development, hasn’t it been done a little bit?

Therefore, Boeing’s patience with New Delhi is still very good, and it is regarded as an important pillar for the next 20 years and has been maintaining it.

The problem is 20 years from now, 20 years from now, New Delhi may be soaring, but what about now?

So Boeing set its sights on Japan, hoping to increase Japan’s manufacturing share in the Boeing series of passenger planes and compete with China’s take-off.

The most intuitive is the manufacturing of the Boeing 787. Japan has undertaken more than 35 manufacturing ratios, while China takes off only 30.

From this we can also see Boeing’s intention, that is, to reduce the manufacturing ratio of China’s take-off as much as possible.

It stands to reason that by sharing the manufacturing ratio of Boeing 787, Boeing should be able to breathe a sigh of relief. After all, the key core components are not as good as the central wing box and the large-size supercritical full-carbon fiber fuselage section that Boeing 787 is proud of. All the wings are produced in Japan.

In contrast, China Ascendas mainly undertakes the horizontal tail, vertical tail, rudder surface, spoiler, cabin door, aviation seat, luggage box and other second-class components.

In the eyes of outsiders, Japan’s aviation manufacturing technology is obviously superior to China’s take-off, not to mention that it can rub the head of China’s take-off on the ground, at least a lot higher.

However, Boeing, who knows the inside story, knows very well that the production ratio is only superficial data. Looking at it beautifully does not actually explain the problem. If you dig deeper, you will find that the high-end aviation specialties used by related Japanese companies Manufacturing equipment or core components almost exclusively come from China.

For example, the two seven-axis five-linkage automatic laying machines used in the integral cabin of the Boeing 787 front fuselage manufactured by Mitsubishi Corporation of Japan are the improved version of the 857 series automatic laying machines manufactured by China Ascendas~www .mtlnovel.com~Mitsubishi and Boeing certainly didn’t want to choose China Ascendas products at the beginning, but they have been around the world for several times. The only one that can automatically lay carbon fiber with complex curved surfaces is the China Ascendas 857 series. For the silk machine, one of the remaining is counted as one, and it is more than one level difference.

If you don’t have a choice, you can only pinch your nose. No matter how expensive you are, you have to buy it.

There are also 236 series numerical control equipment used for wing plate processing. Because the internal industrial software is more in line with the requirements of the aviation industry, the plate parts made are not only flatter, but also less popular than other products.

There are many similar equipment. Even if the brand is made in Japan, the key cutter heads, knives, flexible fixtures and even industrial control software may be provided by China Ascendas.

In other words, Japan is using China’s take-off equipment to manufacture the Boeing 787, which is considered as getting rid of its dependence on China’s take-off?

Not only did it not get rid of it, but because China took off to occupy the upstream industrial chain, Boeing’s dependence on it became more and more deepened.

This is a great irony for Boeing, who has been clamoring to build an aviation industry chain that suits its own interests in recent years, because as long as the equipment that China takes off is there, whether you are looking for a Japanese or a Korean, After all, it is inevitable that China will take off.

So don’t mention Boeing’s depression, but the problem is that depression returns to depression. You can’t let China take off and continue to be arrogant, otherwise you don’t know what it will be like in the future.

In that case, just support an opponent. For example, Japan’s Mitsubishi needs a foundation, technology, technology, and ability. As long as it is supported, it is estimated that it will not take long to take off with China. …