Take Off My Aviation Era - Chapter 1734

The —225 single-aisle dual-engine trunk airliner is the latest upgraded version of China’s Ascendas-220 series airliner. Its benchmark is the Boeing 737MAX and Airbus A320neo, two new single-aisle trunk airliners for the 2020s.

Because of this, its own performance is also very powerful.

Its fuselage length is 42.2 meters, wingspan is 36.4 meters (using foldable shark fin winglets, the wingspan is 33.8 meters when folded), and the height is 12.3 meters.

The width of the fuselage is 3.92 meters and the width of the cabin is 3.7 meters.

The maximum take-off weight is 80 tons.

Maximum practical ceiling meters.

The maximum range is 6,300 kilometers.

The maximum cruising speed is Mach 0.86.

The maximum number of guests is 220.

It adopts two NB-plus-1A aero engines jointly developed by China Ascendas Aviation Power and Aero Engine Corporation.

The maximum thrust of the engine is 14.5 tons.

The blade diameter is 1.98 meters.

Bypass ratio 11:1

Weight ratio 40:1

The weight is 3.15 tons.

The overhaul interval is 15,000 hours.

Its comprehensive performance is basically equivalent to that of the LEAP-1 series of large bypasses jointly developed by General Motors and Safran, and even slightly surpasses in some aspects.

The most important thing is the price. The LEAP-1 series of large bypasses are more than 850,000 U.S. dollars more than the lowest price of a single aero engine, which usually fluctuates around 120 U.S. dollars.

The domestic purchase price of the NB-plus-1A large bypass aero engine is only RMB 2.4 million, which is only a fraction of the LEAP-1 series large bypass aero engine.

With its excellent performance and high-level aero engine, the -225 single-aisle dual-engine trunk airliner has become a strong competitor of Boeing 737MAX and Airbus’s A320neo.

Especially in the domestic market, the market share is as high as 55.8%.

After the Boeing 737MAX accident, the domestic market share of the -225 single-aisle dual-engine trunk airliner further increased to 84.6%, almost monopolizing the domestic market.

If it were not for China Ascendas to prove that the domestic aviation market is open, transparent, and market-oriented, Airbus’s pitiful market share would also be swallowed by China Ascendas.

Of course, this matter also almost mentioned the agenda of China’s take-off, because after several rounds of contests with Boeing, China’s take-off found that these aviation giants belonged to the kind of cargo that could not leave, but was going backwards.

If you give him the market, he thinks you are a charity, and he doesn’t respond to your request. Then simply cut off the market in this area. Anyway, the finished aircraft that China takes off cannot be exported to the United States. Why let your Boeing 737 come in? Isn’t there in China?

Of course, if Boeing agrees to open the US market and allow the smooth entry of the 220 series passenger planes, it will be fair.

The same goes for Airbus in Europe.

Therefore, Ascendas and Boeing are currently stuck on mutual market access. Even if Boeing has made a lot of efforts on the 737 issue, and even guaranteed that the industrial chain will take off in China in the next 20 years, China has not let go.

No way, who makes Boeing’s life difficult for him now.

There is a surplus of global aviation products, but the domestic market is thriving. If you can’t make a difference in the domestic market, whether it is Airbus or Boeing, the financial statements will only decline in general. No CEO can afford it.

Therefore, this time the European Airbus has learned to behave. It is said that the admission is not allowed. First, the landing permit of the Ascendas aircraft is processed.

In other words, the -220 series passenger aircraft can perform commercial aviation business in most major European airports, which greatly expands the business space and scope of influence of Ascendas products.

At least in theory, European airlines purchase Ascendas products without any operational problems.

Based on this, this time Airbus’s domestic market share is very strong. Of course, these alone are not enough. If we do not mutually confirm market access, it will be sooner or later that the take-off and Airbus will turn around.

In addition to civil aviation, the -225 single-aisle dual-engine trunk airliner is also favored by the military.

In particular, the Air Force purchased 36 aircraft in one go, of which 6 were converted into strategic reconnaissance aircraft, which combined intelligence collection, electronic reconnaissance, and targeted electronic jamming missions when necessary.

Eight have been converted into early warning aircraft, equipped with the latest air police-500 phased array early warning radar, becoming the main force of the air force’s combat command and long-range early warning.

10 were converted into dedicated aerial tankers, but different from traditional aerial tankers, the newly modified models also have air transportation functions, and can even be used as special planes for politicians in emergencies, which can be described as one machine with multiple types A typical representative.

Twelve were used to modify other special operations aircraft, such as electronic warfare aircraft, psychological warfare aircraft, communication support aircraft, emergency command aircraft, and so on.

Not to be outdone, the Navy ordered 24 aircraft, all of which were converted into anti-submarine patrol aircraft.

Of course, the navy and air force can also order more, especially aerial tankers and early warning aircraft, which are still less in number. The problem is that the -225 is not the end of China’s take-off of civilian airliners, but its starting point.

Because the fuselage is stretched to 58 meters at -225, the wingspan is 60 meters, and it uses two turbofan engines with a thrust of 32 tons and a large bypass ratio. The maximum take-off weight reaches 240 tons and the range exceeds 10,000 kilometers. The first prototype has already taken off in China. UU reading www. uukanshu.com

Compared with the small size of -225, -240 can meet the special requirements of navy and air force.

After all, the -225 modified AWACS aircraft needs three to meet the 24-hour patrol warning in North China. If it is replaced with the -240, only two aircraft can meet most of China’s high-altitude early warning patrol missions.

Based on this, in a sense, the Navy and Air Force’s procurement of the —225 for special aircraft modification is just an emergency measure. Only when the —240 is in place, will the Navy and Air Force really break out.

Of course, there is still some time before such a big guy like the -240 exploded. Before that, the navy and air force had blown out in terms of fighter jets.

Needless to say, the Air Force’s No. 20 project, the Navy’s FC-23A has also been replaced with a fully four-generation FC-23C carrier-based aircraft in recent years.

Compared with FC-23A, FC-23C is not only equipped with a built-in bomb bay, but more importantly, it uses a new aviation stealth composite material.

Its biggest feature is that it can maintain the normal low radar detectability in the sea and air environment with high salt and high humidity, and there is no uncomplicated post-maintenance.

This is tantamount to a good news for the shipborne aviation that floats on the sea all day long and maintains a narrow space.

But for the domestic gospel, it is a bolt from the blue for some places.

You must know that the F-35 in some places did not even see the shadow, and the fourth-generation navy aircraft began to fly everywhere. Don’t mention the pressure. Thinking about it, it is very big, but there is no way to do it. Even if you add money, the U.S. defense supplier has only one sentence: limited production capacity!