Zhuang Jianye's tone was unhurried, like an old master repeating the rules left by his ancestors, unpretentious and very boring.

But in fact, Zhuang Jianye's words are not exaggerated at all, because the composite aramid paper honeycomb structure material combined with the autoclave curing molding process, the overall fuselage production technology of the annular load-bearing structure manufactured by the composite aramid paper honeycomb structure is not to mention the West, that is, looking at the entire solar system, Tengfei Aviation Manufacturing Corporation is also a scorpion baba, a unique one.

This is not to say that Western countries have not studied in this area, but most of them are concentrated in the military field, and even so, the composition of their honeycomb structure composite materials is not as reasonable and advanced as that of Tengfei Aviation Manufacturing Corporation.

Because they use aluminum honeycomb, through phosphoric acid anodizing technology, the surface of aluminum is optimized, and corrosion-resistant rubber bottom is added to make the durability of aluminum honeycomb meet the standard of aviation aluminum, and then two pieces of aluminum or other metal skin are used to make honeycomb structural components.

The control rudder surface on the F-15 and F-18 in the United States uses this kind of aluminum honeycomb component.

Due to the defects of metal aluminum itself, this kind of components can not solve the problem of galvanic corrosion, so the strength and durability are problematic, so it is difficult to make the main structural components on the aircraft, and can only be applied to non-load-bearing parts such as control wing surfaces.

This is also the reason why such cellular components have not been promoted on a large scale since their inception.

In addition to the advanced research project of titanium aluminum alloy, Tengfei Aviation Manufacturing Corporation is not stronger than ordinary aviation manufacturing plants in terms of metal materials, so what phosphoric acid anodizing technology treats the surface of aluminum materials, Tengfei Aviation Manufacturing Corporation does not understand at all.

Of course, even if Tengfei Aviation Manufacturing Corporation can figure it out, it will not go to the pole to do it, and there is a better aramid paper material in hand, so why bother to do something that is a generation behind?

Therefore, Tengfei Aviation Manufacturing Corporation not only solves the inherent defects of aluminum honeycomb, but is more stable and mature in terms of structure, so as to create a thin and reasonable airframe of the Plateau Eagle.

The reason why the domestic version of the Plateau Eagle C, the Y-6, can have a maximum range of more than 2,200 kilometers with a payload of 2.3 tons is due to the subversive fuselage mechanism and manufacturing technology.

Although the Plateau Eagle B and the low-level Plateau Eagle A are both called Plateau Eagles, whether it is range or load, they cannot reach the level of Yun 6, even if they are replaced with a more powerful engine, they cannot be realized, because the difference between the three is in the bones, and it is not possible to make up for it by replacing that component.

However, even so, the materials and processes of the Yun-6 fuselage are still not the most advanced of Tengfei Aviation Manufacturing Corporation, and you must know that in order to reduce the production cost of the Yun-6, the backplate of the aramid paper honeycomb structure is chemically milled aluminum-nickel alloy sheet.

The Aviation Technology R&D Center under Tengfei Aviation Manufacturing Corporation initially used wall panels made of T700 carbon fiber composite materials.

In other words, Tengfei Aviation Manufacturing Corporation has not yet taken out the things at the bottom of the box, but just threw out a bronze trumpet, and it crushed a number of Western kings.

Yes, it is crushing, because at this time, Western countries have only just made breakthroughs in aramid paper, and it will take some time before the real application.

In this regard, the French are stronger than Britain and the United States, and have begun preliminary application experimental research, and have even begun in-depth tests on aircraft such as the Mirage 2000, but its level is the same as that of the Y-6 fuselage material, and it may even be inferior to the Y-6 in terms of manufacturing level.

Because the French have never found a way to solidify the aramid paper honeycomb material made of aluminum-nickel alloy as a backing plate, otherwise the French would not have used this material only for the flaps, tail and rudder surface of the Mirage 2000, Rafale fighter and A310 passenger aircraft in the nineties.

It has long been applied to their advanced business jets at any cost.

In addition to fighter jets and aircraft design software, Dassault's Falcon series business jets are also an important source of revenue for Dassault.

If they can make the integrated fuselage structure of the Y-6, it will be equivalent to a big step up in economy, range and comfort, but unfortunately this big step from Dassault has not been taken from beginning to end.

The United States is not as fast as the French, but it has taken the same development path as the Tengfei Aviation Manufacturing Corporation, that is, to press the treasure on carbon fiber composite materials, and made a breakthrough in the mid-nineties, so a series of cross-era models have emerged, from the end of the nineties began to sweep the global aviation market, until the Boeing 737MAX** slightly stopped the United States to dominate the global aviation industry.

As for the Soviet Union at the other pole, the fighting nations are extensive, they can throw steel plates into the sky and fly out of Mach three, but they don't understand what it means to be fine and comfortable, so they always know what it means to be composites, and when they react, the whole country is like broken glass, becoming a slag in one place.

The fastest France will not be applied until the early 90s; the slower United States will not be applied until the mid-90s; and the Soviet Union, which is very powerful, will become a piece of chicken feathers if it does not understand it.

Who can audit Plateau Eagle C? and how?

The European Aviation Safety Commission and the Federal Aviation Safety Agency don't even have regulations on the characteristics of materials, how to prepare them, processes, manufacturing processes, test data, and test flights.

The two institutions will immediately come up with a procrastination, and then take market access as a condition to squeeze your technology dry, and wait for their own similar technology to come out, and I'm sorry to tell you, go back and change it, rest assured that this is definitely the last time.

Rather than suffer from the bird crime, it is better to hold the technical hegemony to develop their own standards, anyway, the application procedures and review process items of aviation airworthiness certificates in European and American countries are public, take a copy and formulate your own on the line, and then add a new standard for composite honeycomb materials little by little.

Europe and the United States want to make a difference in this area, but I'm sorry, the standard of the system has been established, so you can follow it.

What do you think China's standards are unreasonable, want to start anew, no problem, Tengfei Aviation Manufacturing Corporation based on T700 carbon fiber honeycomb composite materials do you want to understand? behind the T800, T1000 is still lined up, the models have begun to fly test, the performance has been improved a lot, your standards are not also with one, don't always be so low, good!

In this way, it is difficult for Europe and the United States not to collapse, and when the aircraft test standards, at least the airworthiness standards of small and medium-sized fixed-wing aircraft will be held in China, which is too important for the domestic aviation industry.

Because this is tantamount to opening a gap in the international aviation market monopolized by Europe and the United States, so that China's aviation industry is not a sad onlooker, but a real participant, and finally driven by the market, the rise of the entire aviation industry.

Because of this, Zhuang Jianye did not rush to Europe and the United States to get any airworthiness certificates as the Binjiang Factory, but racked his brains to plan an overall situation and dig a deep pit.