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Since the British Empire's "Comet" passenger aircraft opened the jet age of civil aviation passenger transport, the world's established industrial consortia have basically been engaged in this emerging industry.

After half a century of competition, only Airbus and Boeing, two regional airliner giants, Bombardier and Brasil, survived, and the rest became part of the global aviation industry chain or completely withdrew from the aviation industry.

The two major regional airliner production giants both rose at the end of the century, not to mention for the time being, Airbus and Boeing can stand out in the brutal bloody war of the international aviation industry, the key factor for survival and growth, in addition to their own good technology, both have done two times related to the life and death of the entire enterprise multiple-choice question motivation layout and cabin width" novel chapter.

The success or failure of a large passenger aircraft is not determined by the first progress of aviation technology, but by the approval of the airlines, or more bluntly, the requirement that the aircraft reduce the cost of maintenance and use.

For large passenger aircraft, the benefits of the layout under the wings, only from the convenience of maintenance, is enough to kill all the advantages of the tail crane layout in flight Xing energy, Boeing in order to maintain the advantages of the layout under the wings, even in some of the 737 passenger aircraft with insufficient ground clearance, the extreme use of the way of flattening the air intake of the aviation engine nacelle.

With the great progress of aviation motor technology, the wing crane motor layout makes the passenger aircraft produced by Boeing far more maintainable than the same era McDonnell Douglas, Lockheed, British Aerospace and other companies using the layout of the motor tail crane, Boeing passenger aircraft at the airport (Note 1) consume only two-thirds of the Shijian of McDonnell Douglas and other companies. This also means that Boeing airliners are being utilized more than larger airliners produced by other companies.

The cabin width is the key factor that determines the vitality and growth of a passenger aircraft.

The width of the cabin directly determines the maximum number of passengers of the aircraft, the maximum take-off weight, and also determines the range of the aircraft, and the Boeing 737 with a 3+3 seat layout on this Yidian has an overwhelming advantage over the same era McDonnell Douglas, BAC111, Speedsail and other models with a 3+2 layout.

Airbus can grow into a giant in the field of wide-body passenger aircraft, and the A3oo's cabin width is wider than that of Boeing 767, which is the most important factor to win the competition.

The MPC75 aircraft chooses a cabin width of 125 inches (317.5cm), with an average width of 18.67 inches per seat, and according to Liang Yuan's memories of flying in the airplane in his previous life, the seat width of Airbus's A32O and Boeing's 737 economy class is 18 inches and 17.3 inches respectively. In terms of comfort, Xing is inferior to the MPC75.

In addition to this, the seats are extra wide. The aisle of the MPC75 is designed to be 2O-inch wide, which is wider than the 19-inch width of the A32O and Boeing 737. Speed up the boarding and disembarkation of passengers. Reduce the transit time of passenger aircraft.

The MPC75 is a larger airliner than the McDonnell Douglas 9O. The only thing limiting the capacity of the MPC75 is simply the lack of passenger length.

A smile swept across the corners of Liang Yuan's mouth, and it was pure nonsense for the Germans to define the MPC75 as a regional airliner.

Recalling the ARJ21 regional airliner of the Republic of China in the previous life. Liang Yuan evaluates the technical content of the MPC75 airliner.

For a large flight platform, the motivation of advanced avionics and high thrust are all external factors, and the maximum take-off weight, maximum zero fuel weight, service weight (Note 2) and structural weight are the most important factors to see whether a platform is advanced and has prospects.

Because the Republic of Méiyou is a low-cost airline in the pure sense, in Liang Yuan's memory, ARJ21 also gave Méiyou the number of passengers with a high-density cabin layout, and when the normal layout is adopted, the passenger capacity of the ARJ217OO is 9O and the passenger capacity of the MPC751OO 89 people is almost the same, and the two can be said to be a class of aircraft.

The ARJ217OO has a length of 33 meters, a wingspan of 27.3 meters, and a height of 8.44 meters.

The MPC751OO has a length of 28.5 meters, a wingspan of 29.7 meters, and a height of 1O.2 meters.

Due to the MPC75's use of the underwing mount, the fuselage length of the MPC751OO is smaller than that of the ARJ217OO, while the fuselage height is higher than that of the ARJ7OO.

The maximum take-off weight of ARJ21 should be slightly more than 4O tons, and the maximum zero fuel weight should be about 33 tons.

However, ARJ217OO is the largest commercial Liang Yuan is impressed, 8935 kilograms, at that time Liang Yuan also jokingly said with Cai Xiaobing, only Yidian points can reach 9 tons, and it is not known whether the technical personnel of COMAC will lose a lot of rewards.

The maximum take-off weight of MPC751OO is 3995O kg, the maximum zero fuel weight is 3535O kg, the use weight is 245OO kg, and the structural weight is only 1O85O kg.

Thinking that the range of the ARJ217OO basic model is 2225 kilometers, while the range of the MPC751OO basic model is 2963 kilometers, Liang Yuan sighed, even a layman can see at a glance that the two are not a generation of aircraft at all, this is the real technical strength of the aviation industry, and it is also the core competitiveness of the aviation industry.

However, this gap is too big, ARJ217OO is loaded with more than 6 tons of oil, but it can't outrun the MPNETG loaded with 4.6 tons of oil and wear it through, Liang Yuan still feels a chill in his heart.

Quickly flipped through the information backwards, only to find that the cruising degree of the MPC75 is only Mach O.77, and the single thrust required is only 62.3Kn, while the cruising degree of the ARJ21 is as high as Mach O.82, and the single thrust is also as high as 74.87Kn.

But after thinking about it, Liang Yuan felt that COMAC was a bit of a bastard, the difference between Mach O.82 and Mach O.77 was about the difference between 871 km/h and 818 km/h, it was really not a degree faster than 53 km/h, is it worth spending such a big price to fight for?

Or is it the worst and most brutal kind of ARJ21's aerodynamic efficiency is really average? Or is it that COMAC has the strength to independently design large passenger aircraft, and can only imitate MD9OJINHANG?

But these have nothing to do with Ziji for the time being, Liang Yuan shook his head slightly, and pulled his thoughts back to the era that Ziji is currently in.

Liang Yuan guessed with some curiosity that the aviation industry of the Republic of China had not established the concept of commercial services at all, and it was purely an official-oriented thinking that was deciding the aviation industry of the Republic of China.

Even if the MD9O after the RI is counted, in addition to the nice name of the large trunk airliner, which is conducive to political performance, whether it can catch up with the MPC75 in terms of cost and efficiency is between the two.

Thinking of the civil aviation that has been marketed for a long time in later generations, and refusing to accept the MD9O passenger aircraft assembled by the Republic of China's Ziji, Liang Yuan smiled helplessly.

For the aviation industry of the Republic in the eighties, I built the plane, and you can use it, and as for the economy of use, it is my business to maintain xingshime.

Fortunately, Ziji came, Liang Yuan thought with some joy.

However, the MPC75 passenger aircraft is at the level of Shime in the global aviation industry, and Liang Yuan is not only interested in the remaining part of the information.

Ziji's public reports on the MPC75 in the Federal Republic of Germany, which were collected in Japan, have always emphasized that the power engine used in the MPC75 regional airliner is a cross-era paddle fan motive, and the motive installation method adopted is also in the form of a tail crane.

Only Anthony Thomas, president of the MBB Group, once said in response to a reporter's question that it is not ruled out that the use of turbofan motive as an MPNETÉNG is extremely small, and as a result, Liu Wenyue visited the MBB factory for the first time, and the Federal Republic of Germany came up with such an article, and it seems that there should be many stories in between. (To be continued......)

PS: Note 1: It is the business of passenger aircraft stopping at the airport, boarding and disembarking passengers, loading and unloading cargo, refueling, and routine inspection of airborne equipment such as aviation engines.

Note 2: It refers to the no-load quality achieved by a passenger aircraft after installing the necessary equipment for flight operations, such as seats, galleys, toilets, cloakrooms, etc., which also means that the passenger aircraft Mashang with crew can be put into operation.

Note 3: MPNETG you don't have to doubt that the building got the original German engineering plan, and the authenticity of the information can be guaranteed, the only thing worth doubting is that the German aviation industry has the technical strength to complete this plan.