Chapter 1533

What is the strategic opportunity period?

When the main competitors don't care about you and are willing to give you a hand, that is the period of strategic opportunity.

Even in some public opinion fields, their reputation is not very good, and they will even be labeled as infringement of intellectual property rights, malicious competition and disrespect for the rights and interests of employees. Most of their products are linked to the low-end and low technical content, but the main competitors do not deliberately interrupt their pace of marching towards the high-end, which is the period of strategic opportunity.

Today's China's take-off is in such a period of strategic opportunities. Take the trj-900 regional trunk airliner project targeted by Boeing around 2000.

At that time, China's take-off encountered an unbreakable ceiling on the road of large passenger aircraft, coupled with the conditions for China's accession to the world trade organization, so that China's take-off had to be reformed.

Many businesses, including consumer UAVs, have been abolished.

Of course, the trj-900 regional trunk airliner project will also be terminated, in exchange for Boeing's investment in China and the deregulation of its accession to the WTO.

However, for China's take-off at that time, the biggest gain was that after the twin towers incident on September 11, Boeing recognized in principle the technical status of China's take-off in the field of regional airliners, which was tantamount to opening a hole for China's take-off in the field of civil airliners.

Therefore, the fcnb series is proud to be reborn. Although the name is downgraded from the original large wide body trunk airliner to a regional airliner, compared with the black households who have developed in the past, China's take-off is now recognized by the global industry in the field of civil airliners.

That's a different position.

You know, in the past, due to the problem of airworthiness certificate, China's take-off even in domestic sales depended on face and human feelings. After all, compared with foreign brands with airworthiness certificate, it always gave people an irregular impression.

But now, the fcnb-200 series taken off in China has obtained the airworthiness certificate of the U.S. aviation administration and the airworthiness certificate of the European aviation safety agency.

Together with the equipped wd-64suv large bypass ratio turbofan engine and wd-66vip large bypass ratio turbofan engine, they have also obtained the access permission from the aviation power departments in Europe and America.

Together with general cf-34 and Luo Luo V2500 two high-performance medium-sized large bypass ratio aeroengines, it has become the power combination of fcnb-200 series.

In other words, as long as China's take-off has been rotating in regional airliners and does not step on the trunk airliner line, Boeing can take-off in China at will.

However, this is extremely difficult for China's take-off, because in today's China's take-off, the most important thing is to consolidate the technical foundation of regional airliners, accumulate corresponding technical experience, and build their own civil airliner standards and upstream and downstream supporting facilities. Only in this way can they be more confident to impact the golden rice bowl of trunk airliners in the future.

Otherwise, if the trade goes up rashly, it is easy to be rubbed by Boeing and Airbus. Therefore, China has taken off obediently in the field of regional airliners in recent years.

Even though the sales performance of fcnb-200 series abroad is not good due to the competition between Bombardier and Embraer, the sales volume of fcnb-200 series is still considerable in one third of an acre in China, basically monopolizing the domestic regional airliner market.

In particular, its excellent plateau performance basically equals the takeoff and landing carrying capacity of the 4500m Plateau Airport to that of the Airbus A320, which is favored by many airlines in the southwest and northwest, and can be purchased in large quantities for the operation of plateau routes.

Even the troops stationed in the snow area have purchased six freight planes for the transportation of special materials.

No way, even on the plateau, the fcnb-200-400f cargo plane can carry 15 tons of goods to carry out 3500 km long-distance transportation tasks, while the transport-8 previously equipped by the snow area troops can only carry 5 tons of goods and barely take off under the same conditions.

That's all. The key is that fcnb-200-400f freighter not only has a lot of equipment, but also has good fuel economy and maintenance cost. Compared with yun-8, it's hard to say.

So the troops in the snow area simply eliminated yun-8 and replaced it with fcnb-200-400f cargo aircraft.

However, whether the fcnb-200 series is on sale or the fcnb-200-400f freighter is recognized by the army, China, which has been tossing on the technology tree of regional airliners for many years, has more confidence to impact the trunk airliners than ever before.

Because of this, Zhuang Jianye hopes more than ever that China's take-off can stay longer in the period of strategic opportunities.

So let Shi Jun desperately advocate the martial virtue of freedom and beauty, and cover for Liszt's great war wealth and filling his own pockets. Zhuang Jianye doesn't even blink. As long as interest groups like Liszt can hold the freedom and beauty room, China Tengfei will have the confidence to occupy the high-end in Iraq and Afghanistan for a year.

But then again, forging iron still needs its own hard work. It's not enough to place hope on the external environment. The key is its own development level. Therefore, Zhuang Jianye is not only urging China to take off, continue technological innovation and enhance its own technological capacity, but also embarking on internal integration and system reform.

After all, after more than 20 years of development, some models and methods can not adapt to the development of the new era. If you want to maintain the vitality of keeping pace with the times, you must continue to reform.

The most important of these is the re division of business.

More precisely, it is how to cut down the low-end industries that have been obviously dragged down by China's take-off.

For example, the consumer class UAV that has been dumped to Liszt is actually still retained internally.

Perhaps in other enterprises, in the era of less than 2010, consumer UAV is a proper high-tech, but for China's take-off, which is supporting a new generation of stealth fighters, independently developing three and a half generations of Shipborne aircraft, has formed a monopoly in the domestic regional airliner market and actively exploring higher-level trunk airliners, consumer UAV is really a real low-end.

You know, even if you measure the technology tree of UAV, China's flying stealth UAV is the benchmark in the industry. Compared with it, consumer grade is really not even a brother, but a grandson at best.

As for the revenue, not to mention that China's take-off casually sells that product, and the profit margin is about 54%. There is no way. If high-tech aviation enterprises can't reach such a profit margin, they can kill themselves with a piece of tofu.

The consumable UAV is only 18.5%.

Perhaps in other enterprises, the profit margin is still good, but it is not enough in Zhuang Jianye's eyes. After all, he has raised so many people, accounting for so much production capacity, and the input-output ratio is really out of proportion, so Zhuang Jianye has long wanted to cut down this business.

Even if the annual revenue is reduced by 2.5 billion, at least 4.8 billion additional expenses can be saved for China's take-off. More importantly, the streamlined China take-off can focus on its main business better.

After all, the high-end is the golden rice bowl, and the low-end should be tossed by the receiver.