Chapter 1393

Hearing Lin Bo talking about bamboo dragonflies, including Zhuang Jianye, everyone in the meeting room couldn't help laughing.

Because at this time, the whole process of China's take-off has long known that Zhuang Jianye came out of Yonghong factory and took over the post of Huancheng. To tell the truth, there is no lack of the suspicion of Zhuang Jianye's flattery in today's take-off. However, the so-called "bamboo dragonfly spirit" expounded in the article reflects the spiritual core of China's take-off's pursuit of innovation, self-reliance and self-reliance.

So although Zhuang Jianye was a little uncomfortable with the content, he still recognized it by holding his nose. In this way, the story of the bamboo dragonfly spread throughout the whole take-off department.

Now, senior party official Lin Bo mentioned bamboo dragonfly again on this occasion. Although he won the audience's understanding smile, he didn't know what secretary Lin meant.

The UAV, from the external hardware to the internal software, is like the bamboo dragonfly of that year. China Tengfei can cut it out with a knife at will, without any difficulty.

Whether it's the return of the king or the return of the spear, it's absolutely playing whatever you want.

In contrast, in terms of civil aircraft, China's take-off is not so arbitrary. In particular, the 90 seat or more regional trunk airliner, apart from some experience in carrying 10 passengers, is almost a black eye. Compared with the Boeing 787 launched by Boeing and the A380 that Airbus is expected to start construction, it is at least 25 years different.

This is the result of China's continuous pursuit of take-off over the years. There is still such a huge gap. If you give up because of a temporary difficulty, if you look back and try to catch up with it again, it may be that day lily will be very cold.

Let's not talk about the bitter lesson of yun10. Isn't it obvious that the collapse of the Soviet Union has hit the Russian civil aviation manufacturing industry?

In the 1970s and 1980s, the air transportation of the Soviet Union and even central and Eastern Europe was dominated by the civil aviation manufacturing industry of the Soviet Union. The IL series, Tupolev series and Yakovlev series were no worse than Boeing, McDonnell Douglas and Airbus. However, the collapse of Russia's civil aviation manufacturing industry was directly destroyed.

It was only when Russia looked back around 2000 and prepared to restructure its civil aviation manufacturing industry that it found that there was almost no shortage of talents, equipment, materials and engines, except for empty factories.

Even if we make do with a big plane, we can't compete with Boeing and Airbus, because the two giants' civil airliners have already started to use composite materials, new engines with higher thrust and lower fuel consumption, and advanced fly by wire control systems, which have long left Russian goods far behind.

Just like the Russian LADA car and the German Volkswagen Beetle, they are not in the same level at all. They can't even compete.

Originally, the domestic market was narrow and the quality of products could not be improved, which would inevitably lead to the loss of each aircraft. As a result, the civil aviation manufacturing industry in Russia was in a more and more recession, and then led to the overall decline.

In terms of fundamentals, China is no better than Russia, even in technology. After all, our ancestors have been rich in this field. So far, China has not even touched a large aircraft with more than 100 seats.

However, there is one thing that Russia can't compare with, that is, the domestic economy develops faster, the people's living standards improve rapidly, and then the country has much greater development potential than other countries.

Among other things, in the 15 years from 1985 to 2000, civil aviation transportation increased by 23 times, and the number of aircraft in operation increased from less than 300 in 1985 to more than 2000 in 2000.

That's a total of 2000 large airliners, except Airbus, which is Boeing. According to the average price of $200 million, 2000 airliners are worth $400 billion.

In other words, in the past 15 years, Airbus and Boeing have taken away more than $400 billion in huge profits.

In the next 15 years, with the continuous development of the domestic economy, this value will at least triple, that is $120 billion!

It's almost ten times the revenue of UAVs!

It doesn't seem to be a difficult choice to make a little money in the field of UAV, or to continue to work hard to swallow up the growing domestic aviation market.