Chapter 1078: We can also play the environmental protection card

Sure enough, it was just as Du Yishan had guessed.

Almost immediately, Chang Haonan announced his long-term goal of obtaining EASA and FAA airworthiness certification for AE1500.

If we say that at the beginning of the meeting, he caused silence in the audience with his achievements.

Now, ambition has caused an uproar.

Huaxia did achieve mutual recognition of airworthiness with the European Union in 1997 and the United States in 1998.

This is also the main reason why SeA650 and Falcon 8Z can enter the international market without any obstacles.

Including the Xian MA60, it has occupied a considerable market share in the short-haul aviation field thanks to its quietness and low cost.

Not only third world countries, but even entered the aviation market of several Central and Eastern European countries.

Even Tu-334 was able to sell dozens of units by simply reskinning the C808.

Objectively, it helped Tupolev, which was on the verge of bankruptcy.

However, the C909/Tu-214 failed to obtain airworthiness certification in Europe and the United States.

Currently, it is still only used by two producing countries and individual users subject to Western sanctions.

After all, the above are all subject to strict restrictions.

The take-off weight shall not exceed 50 tons and the maximum passenger capacity shall not exceed 100 seats.

That is, regional aircraft and business jets, as well as corresponding supporting subsystems.

This part of the market is not mainstream in the entire aviation industry.

Even so, it was only because Chang Haonan seized a key node in the competition between Europe and the United States at that time that he managed to win it with great difficulty.

But the AE1500 is another matter entirely.

Thrust range of 11.5-14.5 tons.

Everyone knows that this is designed for mainline passenger aircraft.

Moreover, it is a mainline passenger aircraft of the Boeing 737/Airbus A320 level——

Although its size is not as dazzling as that of giants like Boeing 747 or Airbus A380.

However, in terms of production share, it is an absolute backbone of the aviation transportation industry.

It is also the most important source of profit for the two major aviation companies, Boeing and Airbus.

Although China has not yet announced its research and development plan for this level of passenger aircraft.

But if you apply for airworthiness certification for AE1500 now, it is obvious that you are preparing to snatch the cake from your competitors.

And he wanted to grab the biggest piece right away.

How could EASA and FAA give in so easily?

But then again.

If this goal can be achieved, even if it is not the mutual recognition of airworthiness as before, the benefits it will bring will be almost incalculable.

On the one hand, the AE1500 itself is very competitive. If it can be put into large-scale commercial use around 2010, it will have a clear performance advantage within a time window of several years, in other words, before the next generation of competitors' products are put into service.

If there were no airworthiness issues, Airbus and Boeing would probably dare to install it on their planes.

After all, when capitalists are in a hurry, they will even sell their own ropes for hanging. It’s no big deal to install a Chinese engine.

On the other hand, it is more important.

This will be the leap from zero to one.

Once AE1500 passes the airworthiness certification, it will be much easier for China to pass the certification for a passenger aircraft equipped with the AE1500 engine.

That would truly be the spring of China's aviation manufacturing industry.

Therefore, even the leader who stated before the meeting that he would "not express any opinions" could not help but start a discussion with a few people around him.

Later, probably remembering his previous promise, he quickly shut his mouth.

Chang Haonan deliberately did not continue immediately, but listened for a while.

In general, there are people with all kinds of attitudes at the scene.

But most people, including Li Zhongyi, still feel that the prospects are not optimistic.

However, although he said this, the sharp-eyed Chang Haonan still noticed that the four words "global airworthiness" were circled in a big circle on the other party's notebook.

Obviously he has some thoughts in mind.

It's just that as the newly appointed head of the Construction Commission, it's not easy for him to make too radical plans right from the start...

……

Of course, after all, it was a meeting, and it was impossible for everyone to completely ignore Chang Haonan.

So after a few minutes, the noisy conference room gradually quieted down.

"Comrade Haonan."

This time, the question was asked by Liu Zhenxiang:

“Are there some factors about this goal that are too uncontrollable?”

In fact, Liu Zhenxiang himself is more optimistic about Chang Haonan's goal.

The reason I asked this is that there is really no other way—

Among the people sitting there, he was the only one qualified to ask Chang Haonan such a question in the field of aeroengines.

And the latter certainly knows that this is part of the normal process.

After all, when launching a project, questions need to be asked.

It's impossible for it to end in harmony and happiness.

Therefore, he was prepared for this:

"First, regarding uncontrollable factors... it is indeed foreseeable that neither EASA nor FAA will easily pass the airworthiness certification, so I set it as a medium- to long-term goal."

"As I said at the beginning of the meeting, my country is gradually participating in the international aviation industry cooperation and gradually occupying the upstream position. Although it is difficult to shake the core voice of Europe and the United States in the short term, it can already exert some limited influence."

"In addition, it is foreseeable that in the next few years, Western countries will be more inclined to exert efforts in the field of environmental protection, and we can follow this trend, not only not to stop it, but to actively push it to the extreme. From an operational point of view, it means launching or announcing the launch of emission policies that are stricter than those in Europe and the United States, which in turn restricts their products from entering the Chinese market and ultimately forces them to compromise."

"Of course, if we want to enter the European and American certified market, we can't eat alone. The good news is that we have already reached a relatively good cooperative relationship with Rolls-Royce, and they are also worried about losing the huge 12-14 ton market. If the British side agrees to provide support, then we can't rule out the possibility of introducing international cooperation in civilian models..."

"As for the initial period after the finalization... I believe that the military and domestic civilian markets are sufficient to form a positive cycle of user data and commercial costs..."

"..."

In fact, Chang Haonan's idea is somewhat similar to the new energy vehicles in the previous timeline.

You play the environmental protection card, and we can play it too.

First, Europe took the lead in formulating policies to restrict or even completely ban the sales of fuel vehicles.

Although everyone with a discerning eye knows that this is impossible, there are some people who really believe it.

As a result, European car companies, which were slow to react, fell behind in this field and were overtaken by their Chinese counterparts.

It even promoted the development of China's fuel vehicle technology.

Even if they come to their senses later and start using non-market means to protect their markets.

But on the other hand, at least the Chinese market has completely changed, ending the good days when foreign companies could make money without doing anything.

On the other hand, closing the market is equivalent to giving up the right to speak.

From the perspective of industry development, this is tantamount to drinking poison to quench thirst.

The specific situation in the aviation field is of course much more complicated.

For example, users are mainly large airlines rather than private individuals, and the market is far more controlled and closed than the automotive industry.

But the principle is actually similar.

Moreover, Chang Haonan's goal is relatively conservative. He did not say that he would rely on the AE1500 model alone to make a comeback and crush Britain and the United States.

I just want to take part in sharing the cake.

I even planned to give a piece to Luo Luo as well.

There is always operability.

Of course, there is a premise for all this.

That is the aircraft engines produced in China. Regardless of other performance, they are at least more environmentally friendly than similar products in Europe and the United States.

Otherwise, the final operation will backfire and hurt yourself.

Therefore, Liu Zhenxiang quickly said:

"So, specifically on the technical level, although the CFM56-7B is a model from a few years ago, as Comrade Haonan just said, it is still the performance benchmark for aircraft engines of the same level. So... if basic disciplines such as materials science cannot make significant breakthroughs in a short period of time, how can we achieve the indicators in the table just now?"

This question is actually a bit like passing a message to Chang Haonan.

“That’s exactly what I’m going to introduce next…”

The latter smiled, answered while returning to the podium and turning to the next page of the PPT.

Above is a 3D schematic diagram of a high bypass ratio aircraft engine.

"We plan to learn from the ideas in the field of gas turbines and move the indirect cooling and heat recovery technology... Strictly speaking, first the indirect cooling system, then the complete indirect cooling and heat recovery system, to aircraft engines!"