That's 5 billion US dollars, not to mention Director Zhao and Fang Yong, even Edoo and Clildo and other experts from the Brazilian Space Agency are not calm.

To know the regional airliner, the EMB-120 regional airliner developed and produced by the Brazilian Aerospace Industries Corporation in the mid-eighties has made a certain name in the world regional airliner market.

In the 90s, with the restructuring of the assets of Brazilian Aerospace Industries and the introduction of some private capital, the company, with the support of the Brazilian Aerospace Agency, began to develop the EMB-140 regional airliner based on the EMB-120.

Later, it was renamed ERJ-140 series regional airliner, except for the smaller size, the performance is basically the same as the TRJ-500 regional airliner of Tengfei Group.

But because of this, Embraer encountered unprecedented difficulties with this project, from the initial plan in 1989, to the abrupt termination of the project in 1991, and then the restart, to the current ERJ-140 family of regional airliners.

If it weren't for that, Edao and Crildo would not have been able to run all over the world, in order to find a stable and reliable supplier of spare parts for the flagship product of Brazilian Aerospace Industries.

This is also no way, the Brazilian aerospace industry is unpretentious in South America, but from the perspective of the world, the Brazilian aerospace industry is a typical partial student, the design, research and development, and even part of the manufacturing of aircraft are no problem, and even in some fields are still among the world's advanced.

But if you break up the Brazilian aerospace industry, you will find that there are very few things that really belong to Brazil.

The industrial design relies on the help of giants such as Loma, Boeing, and Northrop in the United States, the production equipment is customized products from Europe, the metal materials are imported from Alcoa, and the high-end composite materials are products from Japan and Spain......

In the end, only a small part of the aircraft is produced by Brazilians themselves, and then these materials, components and products from all over the world are integrated in local production lines to produce so-called "domestically made" Brazilian aircraft.

In line with the development of globalization, Embraer's global supplier-based aircraft production system is very much in line with the development concept of today's economic integration.

And it really gets great benefits from it, not to mention anything else, the super-first-class cost control is not comparable to the average aircraft manufacturer, otherwise the EMB-120 regional airliner of Brazilian Aerospace Industries will not achieve good sales performance in the world, and then crush many old regional airliner manufacturers.

The problem is that this kind of play has a lot of benefits, but there must be a necessary premise, that is, its own strength is strong enough, the technology is hard enough, and it can replace the supplier of the reverse at the critical moment, and rub the head of the jumper on the ground with absolute strength.

Take Boeing, for example.

It is true that the low-end manufacturing industry is desperately outflowing from the United States, but the high-end aviation manufacturing industry is firmly in the hands of the Americans, up to the high-end aero engines, small to ordinary metal rivets, the United States can completely put aside the world supply chain self-sufficiency, the only shortcoming may be that the cost is somewhat large, and there is no problem with the rest.

It is with such a strong backing that Boeing is invincible in international competition out of cost control, puts the supply chain under the global pattern, and uses the optimal allocation of the market to find the optimal solution for products, because Boeing's strength is there.

Brazilian Aerospace Industries has an ambition to copy Boeing, but it does not have the strength of Boeing to be fearless of everything, and it is okay to make a small fuss, and the novice village model does not threaten the giants, and is too lazy to take care of you, but once the novice village is ready to grab the boss, fierce repression will naturally follow.

Yes, Aerospace Industries Brass was ruthlessly suppressed, not from the leading big brother of the aviation industry and the United States, but from Canada, the hardcore little brother of the United States.

There is no way, the Embraer ERJ-140 series regional airliner poses a great threat to the CRJ-200 series regional airliner that Bombardier has just launched on the market in terms of performance, mission, range and operating costs.

You must know that the CRJ-200 series regional airliner is in an absolute monopoly position in the international regional airliner market today, because the traditional propeller regional airliner is gradually being eliminated, and the market urgently needs advanced regional airliners with fast speed, high comfort and excellent performance to replace them; secondly, most importantly, the CRJ-200 series regional airliner is excellent enough.

The combination of the two led to the CRJ-200 series of regional airliners becoming a hit in the regional airliner market as soon as it was launched, and immediately gave Bombardier a monopoly in this field.

Business is always good to eat alone, how can it be possible to let people get a piece of the pie?

Because of this, when Bombardier learned that Embraer was preparing to launch the ERJ-140 series regional airliner in the same class as the CRJ-200 series regional airliner, it naturally tried its best to combat this latecomer.

If you want to use GM's GE series turbofan engines or Pratt & Whitney's PW series turbofan engines, then you will sign an exclusive supply contract with them and block the brabrar aerospace industry from obtaining turbojet engines of more than 6 tons.

The problem is that Rolls-Royce only has an AE3007 turbofan engine that has just been put into test verification, with a maximum thrust of only 4.5 tons, and the main use is long-endurance drones and small business jets, and the performance is much worse than that of GM and Pratt & Whitney products.

But Brazil's aerospace industry company was suppressed by Bombardier, and it had no choice, because Brazilians had no choice.

However, the engine is not bad, at least the British things are barely communicating, and Brazil has no way to do basic high-end aviation materials.

In this regard, the Brazilians are also very helpless, the engine thrust is limited, and if they want to achieve the performance of the Bombardier CRJ-200 series regional airliner, their ERJ-140 series regional airliner must work the structure, to put it bluntly, it is to reduce the weight as much as possible.

But weight reduction involves high-end aviation materials with excellent indicators, which can be provided by the whole earth several times No more than two palms, and a considerable part of it is because of Bombardier, Brazilians can't buy it even if they want to.

As a result, the entire ERJ-140 series regional airliner project is in trouble, seeing that the huge amount of research and development funds are about to be wasted, the Brazilians finally can't sit still, led by the Brazilian Aeronautics and Space Agency, formed an expert group, and began to look for potential partners around the world to see if they can help the ERJ-140 series regional airliner project tide over the difficulties.

As a result, China, which was originally not optimistic about them, was made by Tengfei Group's $5 billion order, which made the eyes of these desperate Brazilians light up, and they seemed to find hope from it.