Chapter 860

It's normal for director Zhao and Fang Yong to be so surprised, because in his previous discussion, the project they are expected to undertake should be MD-90 airliner.

Results after obtaining the material certification of FAA, Zhuang Jianye directly changed his project from MD-90 to MD-11.

The number of models has become smaller, but actually the two models are very different. MD-90 is a medium and long-range airliner with a take-off weight of 70 tons and a range of 5000 km.

MD-11 is a large long-range airliner with a take-off weight of 270 tons and a range of 12000 km.

It's easy to see which technology is better, but it's also because of this that director Zhao and Fang Yong are very worried. If Zhuang Jianye raises the asking price so high all of a sudden, can the person in charge of McDonnell's business agree?

You should know that the MD-11 is much more meaningful than the MD-90. After all, the positioning of the MD-90 is rather awkward. McDonnell said loudly that the MD-90 should be compared with Boeing's 737 and Airbus's A320. But in fact, the MD-90 can't be compared with the popular models of Boeing and Airbus in terms of range, carrying capacity, comfort and maintainability.

The reason is that MD-90 is nothing more than a half cooked meal between the main line and the regional aircraft. Some of the advantages are not equal to the disadvantages. The domestic aviation industry is at a historical node of the alternation of the old and the new. It regards MD-90 as a hot cake. In fact, this model has been pushed to the ground by Boeing 737 and A320 as soon as it comes out in the international market.

As a result, we had to explore the market and seize orders for regional airliners. As a result, we were sniped by Bombardier's crj-200. Crj-200 has more flexible airport adaptability and operating cost advantages. What's more, crj-200 gives full play to the advantages of point-to-point regional airliners.

Therefore, although crj-200 is not as good as MD-90 in carrying capacity and range, it is more flexible and adaptable. It not only resists the downward impact of MD-90, but also has a tendency of anti killing.

This makes the MD-90 in a very awkward situation.

MD-11 is different. Although MD-11 is also very awkward in the mainstream field of large-scale long-range civil aircraft, it is only limited to civil passenger transport. In terms of civil freight transport, MD-11 takes the lead. For example, Federal Express of the United States is replacing old models with MD-11 to form the main force of a new generation of global express transport.

Japan, South Korea, Singapore and other Asian countries have followed suit.

And this also shows from another side that the market prospect of MD-11 is still very good, at least not as high as MD-90.

Of course, this is not the most important. The key point is that the manufacturing of this large-scale long-range flight platform is a huge system engineering. Only Europe, the United States and Russia have the ability to manufacture it.

It's not too much to say that it's the most important tool of our country. Because of this, the production technology of this kind of large-scale long-range flight platform is mastered by all, so it's easy not to hand it over to outsiders.

But Zhuang Jianye just mentioned it. If the occasion is not too formal, director Zhao and Fang Yong think the boy is joking. Of course, no matter how formal the occasion is, they don't believe the opposite can agree.

At the next moment, however, director Zhao and Fang Yong were stunned by the scene. Liszt exchanged a few words with merlinz around him, and then whispered a few words to other people. Finally, they raised their heads and gave a bitter smile to Zhuang Jianye: "McDonnell Douglas only agreed to replace the aluminum lithium alloy floor, the carbon fiber composite connectors and structural supports of the 8th and 12th sections The titanium truss stiffeners of section 22 and the vertical tail and horizontal tail are given to you, but not the auxiliary power system, wing stiffeners, central wing box, internal fuel tank and hydraulic cables. "

"I can guarantee that if all the projects are handed over to me, the cost will be further reduced by 30%." Zhuang Jianye doesn't talk nonsense either, he just takes out his own mace.

As soon as the words came out, Lister and merlinz on the opposite side hesitated, but at last Lister said: "I'm really sorry, Zhuang and McDonnell give me only these authorizations. I have no right to promise you anything else. What's more, even if I promise, your products and materials will be audited according to the latest Aviation Safety Law of the United States. You know, the bureaucracy in the United States It's slower than a snail, and what McDonnell needs most now is time

In fact, if it wasn't for the deep binding with McDonnell and the good friendship with Zhuang Jianye, Liszt would not have taken the job.

I can't help it. It's really hard for McDonnell Douglas in recent years. It's just like their MD-90 aircraft is a pot of cooked rice. In the 1990s, McDonnell Douglas is not a pot of cooked rice.

The civil aircraft sector was suppressed by Boeing and sniped by Airbus, so it was almost pressed into a sandwich biscuit.

In the field of military aircraft, it seems that the F-15 and F-18 have consumed all McDonnell's good fortune. First, they were dismayed in the Navy's A-12 stealth attack aircraft project, and then they were defeated in the bidding with Loma for YF-22.

The two major projects are big money burning projects. One after another fiasco almost broke McDonnell's spine, which directly led to the huge losses of McDonnell for three consecutive years.Now, McDonnell Douglas is counting on another yf-35 of the US air force to fight back and make McDonnell Douglas make a comeback. So McDonnell Douglas almost completely relies on this project, and unites Norge to launch a decisive attack on Loma and Boeing.

But the problem is that this project is bottomless. The funds for the US military's early-stage contracts are obviously insufficient, and most of them have to fill in by themselves.

However, McDonnell Douglas's own business has declined in an all-round way, and its hematopoietic function is insufficient to support such a huge project. What should we do?

In addition to raising funds in the financial market, the only way to do that is to put together a bayonet in the civil aircraft market and replace the cash flow and confidence in the financial market with brilliant performance.

The simplest and most direct way to achieve this goal is price war.

The problem is that if you want to fight a price war, your products must at least have super high cost performance. If you buy one and lose it to grandma's house, you are not fighting a price war, but cutting meat.

But McDonnell Douglas's civil airliner inherited the delicacy of their military aircraft. The high cost one is ridiculous, which makes McDonnell Douglas's brains explode?

At this time, merlinz of Fairchild aviation systems, which was nominally acquired by McDonnell Douglas, gave an idea to McDonnell Douglas executives. Since Boeing can put most of the production of Boeing series airliners in Japan, Italy and other countries, thus reducing costs and improving competitiveness, why did McDonnell Douglas follow suit and put the production of several important models abroad.

For example, China's Tengfei group is not poor in materials, technology and production capacity. The only thing it lacks is an opportunity. Moreover, the Chinese people are hardworking, willing to work and able to bear hardships. The best thing is that the labor cost is pitifully low. It is absolutely an excellent OEM partner.

McDonnell Douglas executives, who are already in a gambler's mindset, have long had the idea of transferring the production of some models to foreign countries in the United States. After listening to what merlinz said, they immediately agreed.

The authorized merlinz immediately jumped up and down in the United States. First, he found Liszt, who had a deep relationship with both sides, and used him as a lobbyist to tackle the problems of FAA and other government agencies in the United States. First, he obtained the qualified approval documents of several high-end aviation materials produced by Tengfei group. Then, China and the United States ran on both sides, and the framework of the whole body was determined.

Only after all the preparatory work has been completed can they sit down quietly. However, at this time, what is important is no longer the model. As long as Tengfei group can undertake it, it is good for McDonnell Douglas, a giant with high cost operation!