Chapter 1316

The reason why trj-900 regional trunk airliner has such a competitive advantage is that the 70 to 120 seat civil airliner in today's civil aviation market has broken down.

There is no way. At present, most of the civil aircraft operating at this seat level are old civil aircraft models such as Boeing 737-100200 or Airbus A300. Not only are they not comfortable, but most of their life span has reached the limit, and they are on the verge of being scrapped.

The new generation of Boeing 737-600 and Airbus A320 will increase the seat level to about 150, so as to meet the needs of airlines to realize multi flight long-distance transportation with low operating cost.

Boeing and Airbus hope that the new generation of main single channel narrow body aircraft can replace the previous generation of Boeing 737-100200 and Airbus A300, and continue their glory in this field.

But the problem is that the rapid development of civil aviation not only gives birth to the demand of single channel narrow trunk airliner, but also makes the regional airliner market more active.

Because of this, the traditional 50 seat and 70 seat regional airliner has been unable to meet the low-cost operation needs of airlines. We hope to have a model with seat level of about 100, which can meet the 1500 km route and has certain comfort.

Of course, the most important thing is that the operating cost should be equal to that of regional airliners, so as to bring more profits to airlines.

This is the original prototype of the so-called regional trunk airliner.

In fact, Boeing and Airbus have noticed this sinking market and started to make some layout. For example, the Boeing 737-200 improvement plan launched by Boeing and the A318 miniaturized by Airbus on the basis of A320 are all products to deal with this kind of sinking market.

But the problem is that although the two giants have noticed it and are ready to withdraw from the corresponding products, many airlines do not pay for it. The reason is very simple. Airbus and Boeing are just tinkering with the two popular models of Boeing 737 and A320. Apart from shortening the fuselage and replacing some modern parts, they have not made substantial improvements, So that the operating cost is not much less than that of Boeing 737 and A320.

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

This hurt Boeing and Airbus, because the sunken product they launched in their hearts is a macro mini-ev that should be stupid, but it has to be charged a fixed parking fee by the parking lot according to the heavy truck for long-distance transportation.

You can imagine the mood.

Even manufacturers like Boeing and Airbus are like this. Let alone airlines that have been paying attention to this issue, they are about to blurt out that a sinking model can't be taken seriously by the two giants?

However, no matter how the airlines complain, it's useless. Who let Airbus and Boeing occupy more than 80% of the global civil aircraft market? It's a proper monopoly giant.

They don't focus on sinking the market to grab high profits. After all, it's hard for regional jets to compare with trunk airliners in terms of profit margin and equipment quantity. The reason why they try to sink the market is to dig a hole in the grass. Their real market is still in the trunk airliner field, which is the most profitable.

If they don't care, they won't make any good products. Coupled with their own monopoly advantages, those airlines are not afraid to say anything. After all, the majority of their profits are in the trunk transportation market. If they can use the old models, they should maintain them first.

However, Boeing and Airbus, the two giants, do not pay attention to this kind of regional trunk airliner. However, secondary aviation manufacturers feel that this is a good opportunity. Among them, Bombardier and Embraer, the two major regional airliner manufacturers in Canada, think that they can show their skills in this market. Maybe they will leap to become the third largest aviation manufacturer in the world, It's also possible to compare with Boeing and Airbus.

But just because of this, Bombardier and Embraer are somewhat hesitant, because the 100 seat class airliner is stepping on the red line of Boeing and Airbus.

There is no way. Boeing's Boeing 737 and Airbus's A300 have developed from the 100 seat class. They know very well that once they master the R & D and manufacturing of this seat class airliner, they will be able to get through the two lines of Ren and Du, and then the trunk airliner and wide body airliner will be unimpeded.

Because of this, Boeing and Airbus are on guard against this class of airliners. No matter how the performance is, each one will be killed. It's really killing the other.

Bombardier and Embraer, as highly qualified 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 butterflies, but they are also afraid that they will be trampled to death before the cocoon is broken.

To be honest, Bombardier and Embraer are very entangled.

However, the entanglement between Bombardier and Embraer in China's take-off is another prospect. A few years ago, China's take-off might have been the same as that of Bombardier and Embraer due to its huge export volume, so it is not really like breaking face with Boeing and Airbus. However, with the fcnb-2000 test passenger carrying out the transportation task of the big event in Belgrade, the fcnb-2000 test passenger will be able to take off, China's take-off has actually stepped on the red line of the two giants.

Being included in the XXX act is the most typical proof. Fortunately, at this time, Boeing and Airbus still need to face up. Instead of resorting to abusive means, they use the so-called "technical standards" to lock China's take-off products into the international market, so as to cut off China's export trade. Fortunately, Zhuang Jianye hasn't been working in vain these years. He has been prepared for this. When the civil aviation product line is limited, he simply doesn't install it. Instead, he shows off his brand to engage in military products. In any case, as long as he has the technology, he can do whatever he wants. Because of this, China Tengfei has not considered the reaction of Boeing and Airbus on the regional trunk airliner. It thinks that the market prospect of the regional trunk airliner is much higher than that of the 50 seat and 70 seat regional airliner. The reason is very simple. With the demonstration of high-speed railway in China and the construction of the first high-speed railway with a speed of 200 km / h, China will continue to make efforts in this aspect in the future. Compared with the railway, the biggest advantage of civil aviation aircraft is its high speed and high efficiency. However, once the high-speed railway is popularized, long-distance air transportation of more than 1000 km is OK, and short-distance air transportation of less than 1000 km has to be embarrassed. After all, where is the cost of air transportation? In any case, the cost of high-speed railway is not as low as that of railway. Especially for the provincial transportation of about 500 km, the cost performance of high-speed railway can hardly match that of air transportation. Because of this, in the next 10 to 20 years, even without the cost pressure of airlines, the domestic regional airliner market will undergo a subversive 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 is bound to become the replacement of many regional airliners and the main force of medium and long-distance air transportation.