Chapter 1559

No way, even ordinary folk gods can see things. Boeing and Airbus, which have raised so many aviation technology experts, can only see more from the live picture of CCTV.

However, because of this, the two families were very angry and immediately contacted China Tengfei through private channels, hoping to give them an explanation on fcnb-220.

You should know that in order to attract Airbus and Boeing's aviation OEM, China Tengfei made a commitment when cutting off the fcnb-2000 project, that is, it was no longer involved in the development of trunk airliners.

As a result, a fcnb-220 appeared at this time. What did Airbus and Boeing think of it? Furnishings?

As a result, the two did not contact China. It was good to take off. After contacting, they found that they really didn't treat the two as furnishings, but completely as idiots.

Because the explanation of China's take-off is very professional: "Fcnb-220 is not a trunk line passenger plane, but a deeply improved version based on fcnb-200-400 regional passenger plane. Because of this, fcnb-220 is actually a regional passenger plane developed by China Tengfei, just like fcnb-200 series. If there is any difference between the two models, we can only say that fcnb-220 has better comprehensive performance and redefines the regional passenger plane ……”

After listening to this explanation, the technicians of Airbus and Boeing almost got their noses crooked.

I've never seen China take-off so shameless. A plane with a maximum take-off weight of 60 tons, a length of about 35 meters, a passenger capacity of more than 120 people and a range of at least 5000 kilometers, dare you say it's a regional airliner?

If so, Boeing 737 and Airbus A320 can also be downgraded to a higher level and used as regional airliners.

As a result, China Tengfei took such a typical single channel trunk airliner and was stunned to say that it was redefining the new concept of regional airliner. How shameless people can do it!

In fact, the technicians of Boeing and Airbus are right. According to the internal data of China's take-off, the fcnb-220 airliner has a length of 34.9 meters, a wingspan of 35.1 meters and a height of 11.6 meters.

Among them, the fuselage paper towel is 3.7m, the cabin diameter is 3.2m and the cabin height is 2.2m.

It is arranged in 3 + 2 seat mode, with a maximum capacity of 125 passengers. The number of first-class, business class and economy class can be arranged according to different needs.

The empty weight of the whole machine is 28.75 tons; the maximum takeoff weight is 59.15 tons, the range is 5500km, the maximum flight altitude is 13000 meters, and the maximum flight speed is Mach 0.82.

The take-off run distance is 1520m and the landing run distance is 1340m.

The engine adopts two wd-72f turbofan engines with large bypass ratio developed and produced by China Tengfei. The maximum thrust of a single engine is 9.5 tons, and its performance is equivalent to that of the aeroengine used by Boeing 737 and Airbus A320.

Therefore, from the data, fcnb-220 is indeed a real trunk airliner, and its comfort and performance are in line with that of large long-distance trunk airliner.

This is also a masterpiece of China's take-off from the trunk line passenger plane project of trj-900 branch line. However, compared with the main branch line of trj-900 before, taking into account the differences of trunk lines, fcnb-220 is obviously more ambitious.

Even though China Tengfei still wrote the name of the branch line in the data, neither the outside eye nor the inside of China Tengfei regarded fcnb-220 as a branch line.

As for the market positioning of fcnb-220, it is even more red fruit. It is to replace the old models produced in the 1980s and 1990s, such as Boeing 737, Boeing 737-200, - 300, - 400, - 600 and Airbus A320 and - 200, - 400, for air transportation between major cities in China.

If it had been put ten years ago, China's take-off would not have been so radical. There must be a transition model between fcnb-200 and fcnb-220. First, I'm afraid of taking too big a step and pulling my own eggs. Second, I don't want to stimulate the two giants Boeing and Airbus too early.

Therefore, there is another fcnb-210 project in the original plan. As an overall transition, although the shape of the body has been infinitely close to fcnb-220, it also adopts the hanging type under the engine wing. The only difference in the traditional aerodynamic layout design method is that the size is slightly smaller to meet the identity of regional airliner.

However, technically speaking, it is almost no different from fcnb-220, but the fuselage is enlarged and reduced.

As for the choice of which model to focus on development, it mainly depends on the market demand.

Originally, the demand for air transportation in the domestic market grew strongly, especially for regional airliners. With the economic development of the eastern coastal areas, the demand for regional airliners within 1000 kilometers is very strong. After all, there is no doubt about the rapidity of aircraft.

Therefore, China's rapid development of fcnb-210 is understandable.

However, with the high-speed railway project being listed as a key construction project by the state and preparing to build a high-speed railway artery with four vertical and four horizontal directions in China, the dominant position of regional airliners has declined rapidly.

Although the speed of the regional airliner is faster, the actual efficiency of the regional airliner is no better than that of the high-speed railway.

In particular, the efficiency of high-speed rail between developed urban agglomerations is higher and more convenient than regional airliners.

As a result, in addition to the transportation demand of some small and medium-sized regional airliners in some sparsely populated provinces in the west, the transportation demand of regional airliners in the economically developed areas of the Middle East is bound to fall like a cliff.

Under such circumstances, it is obviously unwise to develop regional airliners in toutie.

Different from the dilemma of regional airliners, the trunk transportation market has not been greatly affected by the construction of high-speed railway, but further shows a strong practical demand.

After all, the timeliness of the aircraft is the fastest when it comes to 3000 km round-trip or 6000 km long-distance landing.

This has also led to an increase in route coverage between important tier 1, tier 2 and Tier 3 cities year by year. In addition, the old models produced in the 1980s and 1990s have reached their service life. Domestic airlines will vacate a large number of trunk airliners focusing on domestic routes.

On the one hand, the market shrank sharply; On the other hand, it is rising against the market and thriving. As an aviation and aerospace manufacturing enterprise chasing profits, it is needless to say how to choose. Of course, it is the larger fcnb-220!

Of course, some people will ask, the consideration of China's take-off is only based on the domestic market, why not consider the foreign market?

We should know that the probability of high-speed rail in foreign countries is not high, and the demand for regional aircraft is still very strong.

It's not that China Tengfei doesn't want to consider it. The problem is that the foreign acceptance of civil aircraft models produced by China Tengfei is poor. Even though fcnb-200 series has obtained European and American airworthiness certificate, under the deliberate pressure of competitors and years of malicious publicity, foreign airlines take a wait-and-see attitude towards fcnb-200, and the sales volume is not high.

As for the fcnb-220 taking the trunk route, not to mention that it is estimated that it can't even get the airworthiness certificate in Europe and America, let alone overseas sales. Fortunately, the domestic market is large enough, and this is the foundation for China to take off and dare to go directly to fcnb-220!