Chapter 1653

The reason why Japan's mrj7090 series regional airliner project should be destroyed has nothing to do with the country to which the project belongs. It is entirely an instinctive stress response of a large aviation manufacturing enterprise.

It's as simple as drinking water when thirsty, eating when hungry, eating and wearing warm clothes, and trying to drill his wife's quilt.

After all, China's take-off is no longer the 23 branches in those years. One of the three aviation manufacturing giants in the world must have the temperament and ambition that giants should have.

What's more, China's take-off has come all the way from small aircraft, regional airliners and trunk airliners. No one knows more than Zhuang Jianye. In that case, it's a hell that Japan's mrj7090 series regional airliner project can safely engage in regional airliners.

With the character of those guys, I promise I will try my best to lean on the trunk airliner. After all, the trunk and branch lines are technically a layer of window paper, or the kind of window paper that can be broken in one poke.

At that time, the East Asian aviation manufacturing industry will not be dominated by China's take-off. Mitsubishi of Japan will launch a strong impact on China's take-off. At least the Southeast Asian market that is about to be swallowed by China's take-off will be taken by Mitsubishi of Japan.

At that time, Boeing and Airbus will stab in the back, and China's take-off may be difficult to maintain even the difficult days, so they will have to rush directly into the street.

What's more, Japan's mrj7090 series regional airliner project has also pulled Boeing into the partnership, which can't help but make Zhuang Jianye more vigilant.

You know, in order to get rid of its dependence on China's take-off product supply chain, Boeing has been looking for alternative manufacturers and increasing its investment in New Delhi in order to rely on New Delhi's cheap labor to replace some low-end parts of China's take-off.

However, this road is not going smoothly, because problems such as infrastructure, power system, logistics and labor quality in New Delhi greatly limit Boeing's expansion in New Delhi.

So many years have passed that articles optimistic about New Delhi have long been flying, but Boeing's investment in New Delhi is really implemented in a software system development Industrial Park in Mumbai.

Others, such as rivet factory, sheet metal factory and small parts production base, didn't even see a shadow.

In desperation, we can only cooperate with Hindustan aviation manufacturing consortium. As a result, the product quality is unspeakable. For one of the most common rivets, Hindustan aviation manufacturing consortium can produce five different specifications. That's all. The key is that the quantity is much less.

Obviously, someone stole from himself and went out to exchange money with Boeing rivets.

This must be investigated.

The Hindustan aviation production consortium also cooperated quite well and let Boeing have the courage to check casually. As a result, Boeing checked and found that it could not find out anything. Instead, it was kicked around by various departments of the Hindustan aviation production consortium like a ball.

So that Boeing was almost crazy at that time.

But even so, Boeing still hasn't given up New Delhi. After all, does any industry need to be cultivated slowly? I think the domestic manufacturing level was also poor in those years. After so many years of development, didn't it work a little bit?

Therefore, Boeing's patience with New Delhi is still very good. It regards it as an important pillar in the next 20 years and has been maintained.

The problem is that New Delhi may soar in 20 years, but now?

So Boeing turned its attention to Japan, hoping to increase Japan's manufacturing share in the Boeing series of airliners and compete with China.

The most intuitive is the production and manufacturing of Boeing 787. Japan accounts for more than 35% of the manufacturing proportion, while China takes off only 30%.

It can also be seen from this that Boeing's intention is to reduce the manufacturing proportion of China's take-off as much as possible. Even if it can't get rid of it for a moment, it should also minimize the impact.

Reasonably speaking, Boeing should be able to breathe a sigh of relief through the apportionment of the manufacturing proportion of Boeing 787. After all, the key core components are not as good as the all carbon fiber large-size fuselage cabin that Boeing 787 is proud of; The central wing box and large-scale supercritical wing are all produced by Japan.

In contrast, China take-off mainly undertakes the secondary components such as horizontal tail wing, vertical tail wing, rudder surface, spoiler, cabin door, aviation seat and trunk.

So that in the view of outsiders, Japan is obviously superior to China's take-off in aviation manufacturing technology, not to mention that it can rub arbitrarily on the ground according to China's take-off head, at least much higher.

However, Boeing, who knows the inside story, knows very well that the production ratio is only superficial data. It looks beautiful, but it doesn't really explain any problem. If you dig carefully, you will find that the high-end aviation special manufacturing equipment or core components used by relevant Japanese enterprises almost all come from China.

For example, the two seven axis five linkage full-automatic wire laying machines used in the integral cabin of the front fuselage of Boeing 787 manufactured by Mitsubishi Corporation of Japan are an improved version of nb-857 series full-automatic wire laying machines manufactured by China Tengfei.

At the beginning, Mitsubishi and Boeing certainly didn't want to choose Chinese take-off products, but they have been around the world for several times. The only one that can automatically lay carbon fiber with complex curved surface is China take-off nb-857 series automatic wire laying machine. The rest are counted as one, which is more than one level worse.

If you have no choice, you can only pinch the nose. You have to buy it no matter how expensive it is.

There is also nb-236 series numerical control equipment for wing plate processing. Because the internal industrial software is more in line with the requirements of the aviation industry, the plate parts not only have higher flatness, but also lack some heat compared with other products.

There are many similar equipment. Even if the brand made in Japan is sleeved outside, the internal key cutter head, cutter, flexible fixture and even industrial control software may also be provided by China Tengfei.

In other words, Japan is using China's take-off equipment to manufacture Boeing 787, which can be regarded as getting rid of its dependence on China's take-off?

Instead of getting rid of it, Boeing's dependence on it has deepened because China's take-off has occupied the upstream industrial chain.

This is a great irony for Boeing, which has been shouting to build an aviation industry chain in line with its own interests in recent years, because as long as the equipment for China's take-off is there, whether you are looking for Japanese or Koreans, you can't avoid the shadow of China's take-off.

So don't mention Boeing's depression, but the problem is that depression belongs to depression. We can't let China take off so arrogantly, otherwise we don't know what it will be like in the future.

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