Since the British Empire's "Comet" passenger aircraft started the jet era of civil aviation passenger transport, the world's well-established industrial consortiums have basically been engaged in this emerging industry.

After half a century of competition, only Airbus and Boeing, two major trunk passenger aircraft giants, Bombardier and Brazilian Aircraft Corporation, survived, and the rest became part of the global aviation industry chain or completely withdrew from the aviation industry.

The two regional passenger aircraft production giants both rose to prominence at the end of the century. Not to mention it, Airbus and Boeing can stand out in the cruel bloody battle of the international aviation industry. The key factors for survival and growth, in addition to having good technology, have done two multiple-choice questions about the life and death of the entire enterprise, engine layout and cabin width," "novel chapters."

What determines the life and death of a large passenger aircraft is not the advanced level of aviation technology, but the recognition of the airline. To be more blunt, it is required to reduce the maintenance and use costs of the aircraft.

For large passenger aircraft, the benefits of under-wing layout are enough to instantly kill all the advantages of the engine tail-hanging layout in flight energy from the convenient maintenance. In order to maintain the advantages of under-wing layout of the engine, Boeing even used the method of flattening the air inlet of the aircraft engine nacelle on some 737 passenger aircraft with insufficient ground height.

With the significant advancement of aero engine technology, the layout of wing crane engines has made the passenger aircraft produced by Boeing far exceeding the maintenance-capable companies of the same era, such as McDonald, Lockheed, and British Aerospace. Boeing passenger aircraft consumes only two-thirds of those of McDonald and other companies at the airport. This also means that the utilization rate of Boeing passenger aircraft is higher than that of large passenger aircraft produced by other companies.

The width of the cabin is a key factor in determining the vitality of a passenger aircraft and the growth.

The width of the cabin directly determines the maximum number of passengers, maximum take-off weight, and also determines the range of the aircraft. The Boeing 737, which adopts a 3+3 seat layout, has an advantage over the contemporary McDonn, Bac111, fast sail and other 3+2 layout models.

As for Airbus' ability to grow into a giant in the field of wide-body passenger aircraft, the cabin width of the a300 is wider than that of the Boeing 767, which is the most important factor in winning the competition.

The mpc75 passenger plane uses a cabin width of 125 inches (317.5cm), with an average width of each seat as high as 18.67 inches. According to Liang Yuan’s memory of the plane in his previous life, the seat widths of Airbus’ A320 and Boeing’s 737 economy class are 18 inches and 17.3 inches respectively. In terms of comfort, it is not as good as the mpc75.

In addition to the extra wide seats, the aisle of the mpc75 passenger aircraft adopts a 20-inch width design, which is larger than the 19-inch width of the A320 and Boeing 737. In addition to creating a wider visual effect, it will also reduce the collision of trolley cases for passengers on and off the plane. It will speed up passenger boarding and off the plane and reduce the passengers' crossing time.

The mpc75 is a passenger aircraft that is larger than the McDonald 90. The only factor restricting the passenger capacity of the mpc75 now is that the passenger aircraft length is not enough.

A smile flew across Liang Yuan's mouth. It was pure nonsense to define mpc75 as a regional passenger plane.

Recalling the Arj21 regional passenger plane developed by the Republic in the past life. Liang Yuan evaluated the technical content of the MPC75 passenger plane.

For a large flight platform, advanced avionics and high-thrust engines are all external forces factors. It is crucial to see whether a platform is advanced and has development prospects, maximum take-off weight, maximum zero oil weight, usage weight (Note 2) and structural weight.

Since the Republic's low-cost airline in the pure sense, in Liang Yuan's memory, arj21 also gave the number of passengers carrying using a high-density cabin layout. When using the normal layout, the passenger capacity of the arj21700 model is 90 people and the passenger capacity of the mpc75100 model is almost the same as the passenger capacity of the mpc75100 model is 89 people. The two can be said to be the same level aircraft.

The arj21700 has a length of 33 meters, a wingspan of 27.3 meters, and a height of 8.44 meters.

The mpc75100 has a length of 28.5 meters, a wingspan of 29.7 meters, and a height of 10.2 meters.

Since mpc75 uses under-engine wing mounting, the fuselage length of mpc75100 is less than arj21700, while the fuselage height is higher than arj700.

The maximum take-off weight of arj21 should be slightly more than 40 tons, and the maximum zero oil weight should be about 33 tons. Liang Yuan tried his best to recall the memories of his previous life.

However, Liang Yuan, the largest Shang Zai of Arj21700, was deeply impressed by Liang Yuan, 8935 kilograms. At that time, Liang Yuan also joked with Cai Xiaobing that he could reach the 9-ton level by just a point, and it would not be possible to lose a large reward for COMAC technicians.

The maximum take-off weight of mpc75100 is 39,950 kg, the maximum zero oil weight is 35,350 kg, the use weight is 24,500 kg, and the structural weight is only 10,850 kg. Liang Yuanxin calculated it and found that the maximum commercial load of mpc75100 is 10,850 kg, and the ten-ton level that is not adulterated is ten-ton.

Thinking that the range of the arj21700 basic model is 2225 kilometers, while the range of the mpc75100 basic model is 2963 kilometers, Liang Yuan sighed. Even an amateur could tell at a glance that the two are not the same generation of aircraft at all. This is the true technical strength of the aviation industry and the core competitiveness of the aviation industry.

However, the gap is too big. Arj21700 has more than 6 tons of oil, but it can't escape the mpc75100 with 4.6 tons of oil. Although people have worn it, Liang Yuan still feels cold in his heart.

I quickly looked back and found that the mpc75's cruising speed was only Mach 0.77, and the single-shot thrust required was only 62.3kn, while the cruising speed of arj21 was as high as Mach 0.82, and the single-shot thrust was as high as 74.87kn. Liang Yuan was relieved.

But when I thought about it, Liang Yuan felt that COMAC was a bit slutty. The difference between Mach 0.82 and Mach 0.77 is about the difference between 871 km/h and 818 km/h. It is really not that fast speed of 53 km/h. Is it worth the cost of such a huge price to fight for?

Or is the worst and cruelest aerodynamic efficiency of the Arj21 is really very average? Or is the strength of COMAC to independently design large passenger aircraft, and can only imitate the md90jinháng photo painting?

However, 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 in which ziji is currently living.

It is not the largest commercial vehicle for the Republic to assemble the McDonnell 82 now. Liang Yuan was curiously speculating that the Republic's aviation industry did not establish the concept of commercial services at this time, and it was purely determined by the official-oriented thinking.

Even if the MD90 after ri is included, in addition to the nice name of a large trunk passenger plane, which is beneficial to political achievements, it is a big deal to catch up with mpc75 in terms of cost-effectiveness.

Thinking about the long-term marketization of civil aviation in the future and refusing to accept the various things of the md90 passenger plane assembled by the Republic Ziji, Liang Yuan smiled helplessly.

For the Republic's aviation industry in the 1980s, I built the aircraft and it would be OK if you used it. As for the economics used, it is nothing to do with it.

Fortunately, Ziji came, and Liang Yuan thought with some gratitude.

However, the mpc75 passenger plane is at the shime level in the global aviation industry, and Liang Yuan is not only interested in the remaining part of the information in his hands.

Ziji collected public reports on mpc75 in the Federal Republic of China, but has always emphasized that the power engine used by the mpc75 branch passenger aircraft is a cross-age slurry fan engine, and the engine installation method used is also the tail hoist.

Only Anthony Thomas, president of Mbb Group, once said in an answer to a reporter's question that it is not ruled out that the use of turbofan engines as the mpc75 power system is not ruled out, but this kind of kěnéng is extremely tiny. As a result, Liu Wenyue visited Mbb's factory for the first time, and the Federal Republic of Germany created such a document. It seems that there are many stories in the middle. (To be continued...)

ps: Note 1: It means that passenger planes stop at the airport, take off passengers, get on, get off cargo, refuel, and routine inspections of aircraft engines and other airborne equipment.

Note 2: It refers to the no-load quality achieved by a passenger plane after installing the necessary equipment for flight operations such as seats, kitchens, bathrooms, cloakrooms, etc., which also means that the passenger plane with crew members can be put into operation.
Chapter completed!