With the departure of the guests who participated in the first flight of JF-17, Southwest Science and Industry finally restored the calm of the past again, the production and delivery of J-74 is still continuing, some time ago because of the JF-17 to give up the test flight space, so the accumulation of offline aircraft is also quite a lot, and after the completion of the first flight of the 17, the factory test flight work of the J-7-4 is also carried out intensively one after another.

At the same time, Yang Hui is also in full swing to prepare for the first stop of the New Year to Brazil, and even the entire company is preparing for this, first of all, the problem of the turbofan 10A production line urged by Brazil, after all, Brazil has received the research and development funds for small thrust turbofan engines, and the turbofan 10A engine assembly line as an exchange condition cannot skip the ticket.

Therefore, according to the plan agreed by the two sides, the final assembly line in Brazil is to complete the final assembly of 20 parts, the parts of these 20 engines will be produced by Southwest Science and Industry to provide a full set of parts, and then the engine will be produced by Brazil about 30% of the cold-end parts.

The 30 percent of the parts production and manufacturing technology will naturally be taken out from the United Aero Engine Company under the Southwest Science and Industry Co., Ltd., and 30 percent of the parts production technology with relatively low technical content will be shipped from the Republic to Brazil in the near future.

At this time, Yang Hui was also making various preparations, how to contact the Brazilian side and carry out the design project of the carrier-based aircraft, which is what Yang Hui considered at this time

"Mr. Yang, according to the plan, we will leave for Brazil the day after tomorrow, and you see what the company still needs to deal with, or other arrangements and so on."

He also waved his hand directly to say that there was no such need: "No, it's not the first time we've gone to Brazil, and we're talking about some projects that we've had contact with before, I'll just take Chief Engineer Yu with me, and other technicians don't need to waste time, as for which technicians the engine company will send, it depends on their arrangements." The technicians who do manufacturing do not have any big problems. ”

This time I also thought about it, and I didn't care too much about the engine, anyway, there was a special person in charge there, and I brought it with the chief engineer to be a technical consultant for the carrier-based aircraft. And this project also happened to arouse the interest of Chief Engineer Yu, and the old and the young happened to go to Brazil to have a good look.

is also to take a plane to Brazil, and everything else is easy to say, but it is too troublesome in the middle, first to the imperial capital, then to the United States, and then to Brazil. If you can have a business jet, you can solve too many problems.

At this moment, Yang Hui's expectations for the MPC-75 are even greater, but after thinking about it, he found that even if this aircraft is changed to a business jet, it may be difficult to fly from the Republic to Brazil on the other side of the world at one time, unless the fuselage of this aircraft can be extended and the engine can be pushed again.

That's a good idea, but will the MPC-75 still be considered a regional airliner with this modification? After all, this is a guy with cross-sectional dimensions comparable to the Boeing 737 fuselage, is there any difference between the fuselage and the 737 after the fuselage is extended? Such a big guy can already have a great overlap with the 82 project that is now being produced by the Modu Factory, and it is unknown that he may be able to turn the tide at a critical moment.

At this time, the seeds of ambition were planted again, after all, it is not too difficult to lengthen the fuselage, and this kind of thing is almost a rotten technology in the civil aviation industry. Even to measure whether an aircraft is successful enough, in fact, you only need to look at the number of times the aircraft has been pulled.

Let's still take the 737 to speak, the same fuselage section as the MPC-75, this aircraft at the beginning of the development of the positioning is almost exactly the same as the MPC-75, the 737 was originally conceived as a small-capacity short-haul passenger aircraft with only 65 to 80 seats, and finally changed to 100 seats at the request of the launch customer, otherwise, the original Boeing 737 model should be 737-75.

The engine used in the early 737 is the JT8D, and its performance is of course far inferior to that of the CG-2000, both in terms of thrust and fuel consumption. The current MPC-75 uses CG-8 engines with a thrust several hundred kilograms greater than that of the JT-2000D. With a more advanced aerodynamic layout and less passenger capacity, it should have led to a longer range than the 737-100.

But the fact is that the planned MPC-75 did not have the range of the 737-100, so the problem arises. What is this extra thrust used for?

The answer is obvious, it is precisely used to meet the special plateau take-off and landing requirements of the Republic.

When it comes to the republic's requirements for plateau take-off and landing, it is an absolute rigid demand, especially before the Qinghai-Tibet railway line was completed, this demand is even more unsolvable, and the Sichuan-Tibet highway line is almost the largest supply line in the Tibetan area of the Republic before that. If Tibetan areas want to travel abroad, it is even more difficult.

Even after the Qinghai-Tibet line was established in the previous plane, the ARJ project of the previous plane still emphasized the plateau take-off and landing performance, which is a hard indicator that the Republic must have for the development of large aircraft, and the MPC-75 has made sacrifices for this.

Plateau take-off and landing has always been a big difficulty in the aviation industry, the reason is that the special environment on the plateau is less oxygen-oriented, followed by the engine aerobic combustion is not sufficient, the engine can not reach the rated power, even if the CG-2000 engine to the plateau area, 7.5 tons of thrust can burst out of 6.5 tons is good.

This is why the MPC-75 should use such a powerful engine, otherwise the MPC-75 is a small body with no afterburner 9 after the addition of the thrust is enough, where is there CG-2000 and CF-34-3 things, in the previous face of Bombardier, Embraer when entering the narrow-body trunk airliner, the positioning is the 737-100 level, but the engine thrust is CG-2000.

That is to say, even if the power system cannot be changed, as long as the plateau take-off and landing performance is not considered, the current MPC-75 can be skinned, and it can properly reach the 737-100 level, but as far as the current situation is concerned, this improvement scheme does not have much prospect.

You must know that the 737-100 of that year only sold less than 100 planes, and the 737 really sold the 737-200 series, that is to say, the carrier trunk airliner did not have a passenger capacity of 120 seats, which was an absolute heresy and did not meet the market demand.

All of this shows that even if the MPC-75 is now skinned to 100 seats, it is a typical high or low, and the experience of the 737-100 must be considered, and the market for this 100-seat large regional and small trunk airliner will not mature until at least the arrival of the new century, and it is still too early for the MPC-75 to plunge into it.

No matter what Yang Hui thinks, the final results show that the MPC-75 is now positioned as the best and most likely to quickly open the market and become a hit, at least there is no model on the market that coincides with its positioning.

Thinking all the way is a little crooked, now the joint venture between Southwest Science and Industry and Xifei is still being formed, the specific situation depends on the progress of the new company after returning to China, if the speed is fast enough, maybe you can see the final assembly line of 75.

In the same way, the group finally flew to Brazil, where it is a regional airliner manufacturer that has a close relationship with Southwest Science and Industry, but the project discussed this time has little to do with passenger aircraft. (To be continued.) )