[Editor's note] This article is authorized by the author and reprinted from the public account "Jinqiao Think Tank". There is a lot of exciting content, welcome to pay attention.
In the article the day before yesterday, many readers mentioned the sad Yunshi in their comments. Today we will talk about Yunshi and China’s aircraft manufacturing industry. This should be the biggest shortcoming of Chinese manufacturing, but I think The time is ripe to make up for this shortcoming.
Since the founding of New China, the official philosophy of our country is Marxism-Leninism philosophy. Marxism-Leninism has a core view that the world is generally related to and development. This kind of developmentalist narrative is very important to our generation of China. It has a huge impact on people. And objectively speaking, in the more than 70 years of New China's history, including the more than 40 years since the reform and opening up, Chinese society as a whole has developed rapidly, which further strengthens our concept of developmentalism.
But for China’s large aircraft industry, simple linear developmentalism is not enough. Because Yunshi was born in 1980 and reached its peak when it debuted, China's civil aviation industry has actually gone backwards in the past forty years. Even the so-called domestically produced large aircraft C919 that we have been developing for more than ten years cannot be compared with the Yunshi, because its core components, including engines and avionics systems, are imported, and its load capacity cannot keep up. Luck ten.
Of course, Ma Zhe also told us that the development of things is a spiral development. In the words of Chairman Mao, the future is bright but the road is tortuous. China's large aircraft has taken a detour for more than 40 years, and now it is time to return to the right path. To get back on the right path, we must have an objective and accurate understanding of the development of China's large aircraft, so that we can make up for it, start over, and let China's large aircraft industry climb to the top of the world.
In fact, many people do not understand this clearly. For many years, compradors have been spreading rumors, slandering and slandering the top ten aircraft. Including the comments in yesterday's article, some people also spread rumors that is the top ten aircraft. The test flight was carried out with the engine purchased when the Boeing 707 was introduced that year. It did not solve the problem of the domestic aviation engine at all:
In fact, this is a complete rumor. The engine of the Yunshi aircraft is the domestically produced "turbofan eight", which is for The supporting engine is specially researched, and of the total more than 500 million yuan spent on research and development of the engine, 184 million is used to research the engine, which means that less than half of the R&D funds are taken up. A total of 12 turbines are produced in three batches. Fanba engine.
The major events in the development process of the top ten aircraft are as follows:
, the project was established in August 1970;
, the working drawing design was completed in June 1975, and the first turbofan eight engine was assembled;
, 01 static aircraft was completed in July 1976 The test machine ("Yunshi" 01) was manufactured and assembled;
, 02 flew for the first time in September 1980;
, the domestic "Turbofan 8" engine serial assembly test flight was successful in April 1982;
, 2 in 1985 The "luck tenth" month officially dismounts.
The major events in the development process of the turbofan eight engine are as follows:
. On September 14, 1970, the program group of the Third Machinery Department determined that the "turbofan eight" engine for the "Yun-10" aircraft was manufactured at Shanghai Automotive Accessories No. 1 Factory .
. On June 29, 1975, the first "turbofan eight" engine was completed. The starting ignition was completed on July 30, and the second test run on the bench was carried out on September 29.
, 1976 The first round of "Turbofan 8" engine passed 300 hours of long-term bench testing. In July 1976, the riveting assembly of 01 "Yun-10" aircraft was completed.
. On April 20, 1978, the second round of the first "turbofan eight" engine completed a 300-hour phased long-term test run, with a cumulative operating time of 373 hours and 42 minutes.On December 30 of the same year, the second 300-hour long test began, and by March 17, 1979, it had operated for a total of 681 hours and 22 minutes.
. On August 15, 1978, the "Wolffan 8" engine entered the 1,000-hour long test. By July 30, 1979, the 1,000-hour long test was completed, and the engine's cumulative working time was 1,146 hours.
. On July 30, 1979, another "turbofan eight" engine that was undergoing a 1,000-hour long test completed a 1,000-hour long test, with a total working time of 1,146 hours.
7. The 150-hour airworthiness test of the "Turbofan 8" engine started on October 8, 1979, and ended on November 19. The long test time was 177 hours, and the cumulative work was 187 hours.
8. On October 17, 1979, the Third Ministry of Machinery approved the design and finalization of the "Turbofan 8" engine after a total of 12 units have been developed.
9. September 26, 1980: "Yun-10" aircraft 02 successfully made its first flight in Dachang. On December 22, 1980, Factory 5703 wrote to Comrade Hu Yaobang, stating that 65% of the workload of the "Yun-10" 03 aircraft had been completed and production had been discontinued. It hoped that the "Yun-10" aircraft could be continued.
0. On April 27, 1982, a "Boeing" aircraft equipped with a domestic turbofan 8 engine took off for a test flight. A total of 8 takeoffs and landings were arranged for the test flight. The test results all meet the design requirements. Test pilots Feng Chengzhi and Zhang Yaode commented on the test flight of the Turbofan 8 engine and believed that the "Wolffan 8" engine always worked normally and without faults during the entire test flight, showing that the engine is excellent in stability, safety, reliability and other aspects. Has good performance. He also stated that the turbofan 8 engine is acceptable and satisfactory.
1. In June 1983, a meeting was held to summarize the development results of the "Wolffan 8" engine. It was believed that the "Wolffan 8" engine had the conditions for design finalization and mass production capabilities. Later, due to the grounding of "Yunshi", 3 rounds of 12 engines have been produced.
2. On June 4, 1984, Shanghai Aircraft Research Institute219 comrades jointly submitted a letter calling for the development of China's civil aircraft industry on the basis of the "Mountain Ten".
3. In February 1985, the "Yun-10" aircraft was officially grounded.
The top ten aircraft cabins are arranged with 178 seats in economy class and 124 seats in mixed class. The maximum take-off weight is 110 tons, the maximum cruising speed is 974 kilometers per hour, the practical ceiling is as high as 12,000 meters, and the maximum range is 8,300 kilometers. It is the same as the Boeing 707 Same magnitude. By comparison, we will find that the top ten aircraft are larger and have a longer range than the current domestic C919.
C919, a domestic large aircraft, has 168 seats in economy class and 156 seats in mixed class. The maximum take-off weight is 72 tons, the maximum cruising speed is 980.04 kilometers per hour, the practical ceiling is 12,100 meters, and the maximum range is 4,075 kilometers. It is benchmarked. Airbus 320NEO (which is the Airbus model purchased by the three major airlines this time).
It can be seen that the Y-10 is superior to the current domestic C919 domestic large aircraft in several important indicators such as passenger capacity, maximum take-off weight and maximum range. They are comparable in terms of practical ceiling, maximum cruising speed and other indicators. Of course, due to the advancement of science and technology of the times, the domestically produced C919 is definitely better than the Yunxi in terms of materials, avionics, and fuel efficiency.
After the successful test flight of at Shanghai Dachang Airport, Yunshi first flew to Beijing to announce the good news, and then flew to Harbin, Urumqi, Zhengzhou, Hefei, Guangzhou, Kunming, Chengdu and other cities to conduct adaptive test flights, starting from the coldest From Harbin to tropical Guangzhou and Kunming, from Shanghai on the East China Sea to Urumqi in the west, it has left its presence.
And more importantly, for disaster relief needs, it has also flown to Lhasa seven times to deliver urgently needed disaster relief materials and rescue personnel. A total of 130 test flights and 170 hours of flight time have been carried out, and no malfunctions have occurred.
It is worth noting that contrary to the rumors spread by compradors that Yunshi used a Boeing 707 engine for test flights, the Yunshi team once used a turbofan 8 engine to fly on a Boeing 707 aircraft and achieved success.This success is actually telling the United States not to use its engine to choke China's neck.
On April 27, 1982, the Shanghai Municipal Aviation Office approved the launch of a Boeing 707 aircraft equipped with a domestically produced turbofan 8 engine for test flights. This factory verification flight test technology is responsible for the aviation engine factory, and the test flight tasks are jointly completed by the Shanghai Aircraft Factory, the Aircraft Research Institute, and the aircraft engine factory. The factory verification test flight outline originally planned to fly for 50 hours, but was later reduced to 20 hours due to funding constraints.
Boeing aircraft test flight crew pilots Feng Chengzhi and Zhang Yaode first conducted a two-takeoff and landing flight test at Shanghai Dachang Airport, with a total flight time of 1 hour and 17 minutes. The remaining six takeoffs and landings were official test flights, four of which were Shanghai-Datong, Shanxi-Shanghai; one was Shanghai-Enshi, Hubei-Shanghai; and one was Shanghai-Huayuan, Hunan-Shanghai. A total of 8 takeoffs and landings, 21 hours and 46 minutes of flying, and 11 hours and 5 minutes of driving on the ground. The test results all meet the design requirements. Test pilots also gave it high marks.
Yunshi was an unimaginable success at the time. It was one of the biggest miracles of Chinese industry. This was recognized by the aviation industry around the world, including competitors of Boeing and Airbus. The entire Yunshi project, with a total investment of 537.7 million yuan, was the result of countless patriotic scientists and workers working hard day and night. In the end, it was weaned and died due to the 30 million yuan in gas fees. This is like a mother who was pregnant in ten months and had a hard time giving birth. After giving birth to a baby, he died because his parents-in-law refused to pay for a bottle of milk powder. The chief designer Ma Fengshan was so angry that he died.
The premature demise of the 10th is a tragedy for China's aircraft industry and also a tragedy for the industry of the Republic. In sharp contrast is the development of the C919 large aircraft . With the introduction of core components such as engines and avionics systems, the development expenditure of the C919 is more than a hundred times that of the Yunshi. According to data from the Legal Daily quoted by Popular Digital News, the initial planning and development funding for the C919 was 49.5 billion yuan. However, this money was burned for only four years and was nearly used up by 2012. There were no media reports on how much additional funding was subsequently added. But in the next ten years there will be at least more money than in the previous four years, which means it will be at least hundreds of billions of yuan.
C919 spent more than 200 times the research funding of Yunshi, but the actual research and development results are far less than that of Yunshi. Of course, compared with this amount of R&D funding, China's biggest loss is the loss of the civil aviation industry. Over the past 40 years, China has spent hundreds of billions of dollars purchasing large aircraft from Europe and the United States. Coupled with after-sales parts replacement, etc., the price paid may be in the trillions of dollars.
Of course, spending trillions of dollars to buy foreign aircraft is actually not the biggest loss. China has two biggest losses. One is that China has lost thousands of scientific researchers and millions of jobs. Aircraft manufacturing is the crown of modern manufacturing industry. It requires tens of thousands of scientific researchers and high-quality workers, and accordingly can provide many high-paying jobs.
There are currently 400,000 to 450,000 employees directly engaged in the aircraft manufacturing industry in the United States, with an annual output value of approximately US$300 billion. However, this is only aircraft production. Coupled with supporting industries and after-sales services, employees in the entire U.S. aircraft manufacturing industry chain should It is more than one million, and the average salary is about 100,000 US dollars, which is more than 650,000 yuan when converted into RMB.
If the Chinese aviation industry , represented by China Yun-10 and its subsequent models, rises, the global aviation market may expand several times, and most importantly, with China’s cost and technological advantages, it is estimated that it will have already Boeing and Airbus were beaten to death. It is very likely that today’s global aviation industry is monopolized by China Aviation.
Then, we can imagine that the current global aviation industry market is about US$500 billion, with Boeing and Airbus each accounting for half.And if China Airlines rises, kills Boeing and Airbus, and monopolizes this market, and because Chinese aircraft are cheaper, it will definitely cultivate a larger market, maybe five times the current size, that is 25,000 The output value of 100 billion US dollars is enough to provide China with millions of high-paying jobs with an annual salary of more than 500,000.
The second loss is that there are still 1 billion people in China who have never flown. Not long ago, due to the popularity of the movie "China Captain ", a topic became popular, that is, there are still 1 billion people in China who have never flown. There is also a debate on this topic on the Internet. Many people do not believe it, but I think this topic is credible. There are really as many as one billion people in China who have never flown.
Many times, many of the messages we see on the Internet are very different from the actual situation. For example, on the Internet, we see that traveling abroad seems to be commonplace, with various Internet celebrity bloggers showing off foreign beautiful scenery and delicious food. Statistics also say that the number of Chinese people traveling abroad is as high as 150 million every year. It seems that most people in China have been abroad.
However, there are only 120 million people in China who have passports, which means that at least 1.3 billion people have never been abroad, and those who have obtained passports may not have been abroad, such as Mr. Wang and me, so the number of Chinese people who have been abroad may be 100 million None.
Why are so few people flying in China? Are there so few people going abroad? The reason is simple, it's because Yun Shi was cut off. Because we do not have our own aviation industry, it is very expensive for us to buy Boeing and Airbus aircraft. Take this purchase of Airbus aircraft as an example. This was still during a difficult period for Airbus. The group purchase price of 292 aircraft was US$127 million each, or RMB 850 million. Although the C919 is also an assembled machine, it only costs 99 million US dollars, which is 200 million yuan cheaper.
And if luck continues, China's aviation industry has developed to this day. With China's scale advantage and technological advantage, I estimate that 200 million yuan can now buy a large aircraft. There is absolutely no need to exchange 900 million shirts for American large aircraft. On the contrary, we can use our large aircraft to exchange for foreign oil, natural gas , grain, mines, etc.
In a big country like China, the result of the inability to localize large aircraft is that air tickets are expensive, and most people cannot afford to fly or leave the country. Can you imagine Americans not being able to get on a plane? In fact, in the United States, airplanes are second only to cars as a means of travel, and few Americans have never flown.
If luck persists, all Chinese people will be able to easily fly on domestically produced large aircraft. It is absolutely impossible to say that there are still 1 billion people who have never flown. The history of the past few decades shows that if an industry is localized in China, it will spread to thousands of households, but it will only be a luxury product for a few people.
In the 1980s, Japanese color TVs were sold to China. For more than 10,000 yuan, you could buy a house in Beijing. How many Chinese people could afford color TVs at that time? Can you imagine it today? A 75-inch large color TV, a domestic TV that is many times more advanced than the Japanese color TV of the year, only costs a few thousand yuan, and can't even buy a tenth of a square meter house in Beijing. Why was Japan so arrogant in the 1980s? That was bought by the Chinese!
In the 1990s, American Motorola phones were sold in China for tens of thousands each, just like a brick. Nowadays, the performance of domestic mobile phones priced at RMB 200 to 300 is much higher than that of the Big Brother phones of the past. Now that Chinese mobile phones are sweeping the world, Motorola has been beaten to death a long time ago. Yes, and Huawei , which were almost acquired by Motorola back then, had it not been for the rogue US government, and Apple would have been beaten to death by Huawei now. There are too many examples of
, so we won’t list them one by one. China is the crusher of developed countries. This is by no means just talk.Because China's industrialization is indeed the greatest industrialization in human history, it has allowed the fruits of modern civilization to benefit hundreds of millions of people around the world. Without China's industrialization achievements, it would be difficult for us to imagine that poor people in Africa and Latin America could still watch TV and use mobile phones.
Although Lucky Ten has passed away, its spirit and power will always inspire us to move forward! There is a spirit of never giving up. I hope more and more young people will join the Chinese civil aviation industry!
In order to allow China's 1.4 billion people to fly, we should vigorously develop the civil aviation industry, develop large aircraft that are safer and cheaper than Boeing and Airbus, and allow Chinese people to fly on domestically produced large aircraft. Moreover, we will also let domestically produced large aircraft fly in the blue skies around the world. I believe this day will not be too far away! Come on, China Aviation Industry!
