On December 9, Boeing official Weibo posted congratulations @China Commodity Delivery of the first C919, bringing a festive poster of a new model to the global civil aviation market! Airbus also expressed warm congratulations to @ComAC The first C919 aircraft was delivered to @China Eastern Airlines ! We look forward to working with COMAC and other industry peers to continue to work on the long-term sustainable development of the aviation industry.
Boeing's China Red Poster
The first 919 large passenger aircraft was delivered, injecting a new model into the fiercely competitive global civil aviation market. Foreign media reports have different attitudes, saying that although China has entered the ranks of able to manufacture large aircraft, a large number of accessories come from Western companies, and its competitiveness is still incomparable to Boeing and Airbus. Some friends also left messages on social media saying that the C919 cannot fly in the United States. Is this really the case?
Airbus's C919 poster
Media reports: C919 is so beautiful
CCTV News reported on December 9 that the C919 large passenger plane numbered B-919A took off from Shanghai Pudong International Airport to Shanghai Hongqiao Airport, marking the world's first large C919 aircraft began to deliver its first user China Eastern Airlines. The plane then successfully landed at Shanghai Hongqiao Airport and "passed through the Water Gate" to celebrate the successful delivery of the first C919!
C919 on social media: So beautiful. After the live delivery of
C919, a large number of photos of the first C919 delivered were released on various news platforms and social media. It looks so beautiful:
cockpit, source: Weibo boss FATIII
Have you noticed the "Chinese Seal" behind the cabin door on the left side? It says "the world's first aircraft", and the English next to it is "The world's first C919":
Picture source: Weibo Ju Lao @FATIII
In addition to the appearance image, a large wave of internal cabin pictures were also released on social media, as follows: the position of the cockpit captain:
Cockpit, Picture source: Weibo Ju Lao @FATIII
You can see the captain's position of the cockpit, using Airbus's pole mode, and in front is a "horizon" with a large LCD screen showing the direction of the aircraft and the status of the aircraft.
picture source see watermark
picture source see watermark
cabin interior workmanship is very fine, and the left and right and front and rear spacing of seats seems to be slightly larger than that of Boeing and Airbus models.
It is worth mentioning that the registration number of this aircraft is B-919A. "B" represents China's civil aviation aircraft. "919" matches the model name, while "A" has the meaning of the first aircraft, highlighting the extraordinary significance of this new model and the first aircraft in the world.
C919: The first aircraft delivered to China Eastern Airlines is 164 seats, 8 seats in business class and 156 seats in economy class, with a range of 4,075-5,555 kilometers. COMAC has made customized designs for China Eastern Airlines in terms of cabin interior, passenger seats, on-board entertainment systems, and aircraft external coating.
picture source see watermark
C919 is a 168-190-seat with a narrow body trunk aircraft with a range of 4000~5555 kilometers. It is roughly at the same level as the Airbus kA320neo and Boeing 37 MAX single-channel jet , which has the largest number of service in China. It is also the largest model in China. In the future, C919 is targeting this market.
Compared with the two aircrafts, A320 and Boeing 737, C919 adopts the latest designed supercritical wing to increase the aircraft's cruising aerodynamic efficiency by more than 20%. It is more fuel-efficient. The highlight of C919, and the price of the whole aircraft also has an advantage over the two. C919 has greatly seized the domestic single-aisle passenger aircraft market.
According to People's Daily Beijing report on November 9, according to the information given by COMAC, seven leasing companies including Guoyin Jinzu, ICBC Jinzu, CCTV Jinzu, CCB Jinzu, China Merchants Jinzu, CMG Jinzu, Puyin Leasing and Suyin Jinzu signed a confirmation order with COMAC with COMAC and 30 ARJ21 aircraft confirmation orders.Together with the 815 orders from 28 customers, the C919 has received orders of 1,115.
Previously, China's demand for 400 large aircraft per year has been monopolized by Boeing and Airbus. Every time China and the United States are unhappy, they will give orders to Airbus. If there is a conflict between China and Europe, they will give orders to Boeing. They will earn a lot of money in vain. According to the "Company Aircraft Corporation Market Forecast Annual Report (2022-2041)", the average annual growth rate of China's passenger turnover is 5.6%, and the average annual growth rate of fleet is 5.1%. The emergence of C919 will change this situation.
Foreign media reports: C919 challenge Boeing Airbus is also early on delivery of the first B919A of C919. The delivery of the first B919A of C919 is also paid attention to by foreign media. Reuters reported the delivery process and said that this was a historic moment and said that the aircraft will conduct its first commercial flight next spring, and the first route will be between Beijing and Shanghai. Reuters also reported that China Eastern Airlines plans to receive the remaining four
In addition to delivering China Eastern Airlines' first C919, Reuters also paid attention to the production of COMAC's C919. The report quoted the analysis of Jeferies, saying that by 2030, COMAC (COMAC2) will produce 25 C919s each year. At this speed, 1,115 aircraft are enough for COMAC to produce for more than 40 years. This production is far lower than its rivals Airbus and Boeing. However, Reuters also said that COMAC will not always produce at this scale.
Compared with Reuters, BBC does not seem to be as active as Reuters' reports. However, on October 2, after C919 obtained the model certificate of the Civil Aviation Administration of China's Civil Aviation Administration's method, the BBC published a report. Several judgments on C919 are worth referring to:
- C919 is called a large aircraft made in China, but it depends to a large extent on components of Western companies, including engines and avionics equipment, including General Electric, Safran Group and Honeywell . The airworthiness certification of
- EASA or FAA is the
- In the face of Boeing and Airbus' monopoly, it will take at least ten years for C919 to challenge them.
BBC has been wearing tinted glasses to look at China, but these three reasons are facts. The author roughly counts that the engine of the C919 is is GE's LEAP-1C, the APU system, flight control and brakes are all Honeywell, the flight data recorder is universal, and the avionics system is Rockwell Collins'......
China COMAC: Did it really build a shell?
seems to be a hollow shell, but in fact, Boeing and Airbus are also built. These two companies, ranked first and second in the world, also purchase accessories from major companies, assemble them on their own frames, and finally become large aircraft of Airbus and Boeing to sell them all over the world. The reason they will not be criticized is that almost all companies that support Boeing and Airbus are Western companies. These manufacturing companies that grew up under the Western system cooperate with each other to form a huge chain of interests!
, and China has been in the catalog of "sanctions" target countries of the Batumi and Wassenah Agreement. High-tech products are embargoes against China. As for what is in this category of high-tech products, it is a basket, and everything can be put in. As long as it grows up and threatens the existence of Western industries, it will be sanctioned. For example, Huawei is subject to sanctions caused by the West.
There is another type of sanctions caused by conflicts. For example, after the Russian-Ukrainian conflict, Russia was subject to all-round sanctions by Western countries . The Sukhoi-100 passenger plane fell into sanctions because of the sanctions, and the localization rate of the Sukhoi-100 reached more than 80%. This lesson is quite painful.
Russian Sukhoi-100 passenger aircraft
Commercial Aircraft 's C919 was even only 10% in 2009. This data is very terrible. One of the main reasons is that my country's large aircraft manufacturing-related supporting aviation companies are very weak, but COMAC is still determined to manufacture C919. Since the progress of my country's aviation industry over the years, the domestic production rate has also increased year by year: the domestic production rate index set by
- C919 at the beginning of the project (2009) is said to be only 10%;
- By 2017, the domestic production rate of C919 had reached about 30% by about 2017; Right;
- , and by 2022, the domestic production rate of C919 has reached more than 50%;
7 years ago C919 supplier list
0 The most complaints about C919 is to post Motivation, no matter what style of passenger aircraft, the engine basically accounts for about 50% of the cost. Therefore, if the engine can be domestically produced, the others will be solved. The CJ1000A domestic turbofan engine , which replaced the C919, is also basically successful. The goal is to replace the LEAP-1C as the standard power for the C919 by 2025.
C919 supplier list
So the BBC believes that COMAC will challenge the status of Airbus and Boeing at least 10 years later. The author believes that COMAC should not have thought of challenging these two giants in the commercial aviation industry in the short term, but it is necessary to occupy a place in the global commercial aircraft based on its own country and facing the world.
China-US airworthiness has already taken effect: Why can't you fly in the United States?
When the first aircraft of C919 was delivered, another friend left a message on social media to mention these x topics. Although C919 has obtained the model certificate issued by the Civil Aviation Administration of China, it still cannot be operated in Europe and the United States, let alone sold in Europe and the United States. Is this true?
image source see watermark
aircraft airworthiness certificate
aircraft airworthiness certificate (Airworthiness Certificate) is a certificate issued to civil aircraft based on the qualification regulations for products or parts of products or parts of civil aircraft. Parts and the entire machine will have different certificates, and aircraft models of different purposes will have different types of airworthiness certificates. To enter a certain country for sales and operations, it must be approved by the country's aviation safety organization.
Commercial aircraft must be operated in a certain country, then it must obtain the airworthiness certificate from that country, or the airworthiness certificate issued by an approved agency in the country, and register with the airworthiness agency in the country. The technical process of aircraft airworthiness certification is very complicated, and many countries cannot independently certify it. They basically use the two major certifications of EASA of the European Aviation Safety Administration and the FAA of the Federal Aviation Administration.
Of course, there are many countries that have approved the CAAC airworthiness certificate issued by the Civil Aviation Administration of China. For example, many countries in , Asia, Africa and Latin America, recognize our CAAC, but in European and American countries, they mainly use EASA and FAA certification. From the above, you should also know that if my country's C919 does not have EASA and FAA certification, it will basically not be able to operate in European and American countries.
China-US airworthiness has already taken effect: Why can't you fly in the United States?
On October 23, 2017, the Civil Aviation Administration of China released a message on its official website, said that the "Airworthiness Implementation Procedures" of China and the United States have been signed and officially took effect on October 17:
The agreement was formulated in accordance with the Agreement on the Promotion of Aviation Safety of the Government of the People's Republic of China and the Government of the United States of America, and achieved comprehensive reciprocity mutual recognition of civil aviation products between the two countries, covering cooperation in design approval, production supervision activities, export airworthiness approval, design approval certificate activities and technical support.
The United States has signed a bilateral airworthiness agreement with China. So can C919 fly and operate directly in the United States? The answer is no. The airworthiness agreement of is signed based on mutual trust, and often only " simplifies the mutual recognition activities between the airworthiness management systems of both parties " does not equal " peer to obtain the other party's airworthiness certificate ".
That is to say, after the signing of the bilateral airworthiness agreement, there will be no need to repeatedly authenticate some conventional projects. It is just a process for major flight-related projects. However, this matter is simple, but it is difficult to operate. It seems that only some technical projects are left, just like the exam. But the problem is that the examination room is set in the United States and the time is set by the United States, and you have to apply before the exam. If we ignore it after applying to the United States, then will this airworthiness certificate be unable to be completed?
The answer is yes! If the US does not cooperate and deliberately make things difficult, C919 will indeed not be able to obtain the FAA's airworthiness certification. Moreover, now Europe and the United States are wearing pairs of pants, and they have been spared no effort to kill us in the field of high-tech. I believe EASA will set many obstacles for us. Then in the future, C919 will be sold or operated in European and American countries.
BBC said in a report on October 2 that in 2017, the European Aviation Safety Agency (EASA) had accepted the application for the C919 model certificate, but there is no definite news so far. In addition, it is not clear whether the US Aviation Administration (FAA) has accepted the application for the airworthiness application for the C919, but COMAC had previously applied for the airworthiness certificate for the small aircraft ARJ21 from the FAA, and the progress is very slow.
What should we do if EASA and FAA have not issued airworthiness certificates?
We can believe that this is a predictable result. Applying for EASA and FAA airworthiness certificates in C919 is basically a state of being a lie. So is there really no way for us? In fact, it is not without it. We have two big moves to deal with the United States and Europe:
1. Even if we do not sell it to Europe and the United States, COMAC can live well.
. In the "Company Aircraft Market Forecast Annual Report (2022-2041)" released by COMAC, it stated that the Chinese aviation market will grow into the world's largest single aviation market:
According to the forecast of China's GDP annual growth rate, China's passenger turnover is 5.6%, and the fleet's annual growth rate is 5.1%. In the next twenty years, the Chinese air transport market will receive 9,284 jet passenger aircraft, including regional passenger aircraft, ,958, single-aisle passenger aircraft, and 2,038 dual-aisle passenger aircraft. By 2041, China's fleet will reach 10,007 aircraft, accounting for 21.1% of the global passenger aircraft fleet.
Such a huge number, COMAC can’t afford it at all, so COMAC can live a good life by relying on its local advantages. And as mentioned above, if COMAC does not expand its production capacity, it can only produce 25 aircraft per year, so COMAC has a lot of room for growth in the future!
2. Interest exchange, peer airworthiness certificate
COMAC's goal is not only domestic sales, but also to Asian, African and Latin countries with its current airworthiness status. However, our ultimate goal is to sell to European and American countries. This is not just sales, but the bigger thing is its meaning. We have reached or even exceeded the standards set by EASA and FAA. Why can't we issue airworthiness certificates?
If FAA and EASA are postponed indefinitely, then we are not unable to do so. With such a huge market in China, the airworthiness certificate is the access mechanism. Even if Europe and the United States have any concerns about C919, they will not be unable to get along with the huge market. So we are not worried about this point, but the road we pass will be more tortuous.
Another one is to transfer some of the benefits. For example, by 2025, we will be able to install the CJ1000A engine on the C919, and the domesticization rate will continue to increase. With the expansion of production capacity in the future, the domesticization rate sold to European and American countries can be reduced, and the benefits will be transferred to European and American companies, forming a community of interests, and jointly obtain the certification of FAA and EASA.
Therefore, we still have many ways to deal with the airworthiness certificates of FAA and EASA, but at this stage, we must increase the production capacity of C919, and increase the domestic production rate. Otherwise, if the key equipment is controlled by others, we will not even have the opportunity to negotiate.
Reference:
https://www.reuters.com/business/aerospace-defense/china-eastern-takes-delivery-worlds-first-made-in-china-c919-jet-2022-12-09/
http s://www.bbc.com/zhongwen/trad/business-63108338
https://baijiahao.baidu.com/s?id=1748986295015329135&wfr=spider&for=pc
