Traveling through the sword to engage in military industry.

In North America, senior representatives from the four giants, McDonnell Douglas, Boeing and Lockheed Martin, gathered together.

"Gentlemen, we are in big trouble now." Vice President Hegel from Boeing was the first to break the silence. "Airbus from the European continent has already put its first jet airliner, the A300, into operation. I think you have all heard about the market performance of this aircraft. Frankly speaking, this aircraft has an overwhelming advantage in the -seat class. I think everyone has no objection to this, right?"

"Of course, this is not the worst thing. If only John Bull developed this passenger plane, we all have ways to squeeze them out and isolate them in the market until they agree to join our ranks." Those present were all people from the North American industry, and Vice President Hegel spoke of these things without any scruples.

"The problem is that this company is actually backed by Dongda. As we all know, Dongda's progress in aerospace over the past decade or so can be described as miraculous. Not only do they have strong capital, but they also have the powerful Liming Research Institute as support. They made the leap from propellers to jets without any pause. In terms of jets, the turbofan jet engines they use are one generation ahead of the turbojet engines we use now."

"Gentlemen, although I don't want to admit it, the fact is that Dongda has already surpassed us in the field of aviation engines. Our turbofan engines are still under development, and Pratt & Whitney's JT8D turbofan engine will take some time to start actual testing, and it will take another 2 to 3 years before it is actually put into use. During these three years, we will have to lag behind our competitors in the field of aviation engines."

"Gentlemen, we are now facing a terrible reality. If we do not take action, our 3-seat airliner market will lag behind our competitors for at least three years."

Vice President Hegel's words resonated with several senior executives present, especially Douglas, which also had a large market share in the 100-seat passenger aircraft market. Of course, McDonnell and Lockheed Martin were at an absolute disadvantage. This meant that to make matters worse, they would have even less market opportunities.

"Gentlemen, Mr. Hegel is right. We do need to take action. We must work more closely with companies such as Pratt & Whitney/GE and MBI in the core technologies of passenger aircraft, especially in the development of avionics and aircraft engines. We must spare no effort in technological development." Vice President Williams Martinez from Douglas said.

"The first part is about the technical aspects. At the market level, we need to unite and use our influence in the aviation industry to block the issuance of the A300 airworthiness certificate as much as possible. The reason is very good. They do not have a long-term test record and their safety cannot be fully verified. If we can block them for 2 to 3 years in this regard, then we will have an opportunity. This will directly exceed the time for our new aircraft engine development and testing and the testing of new aircraft models."

“I believe everyone has a full say in the FAA airworthiness certification process on this point,” Vice President Williams Martinez added meaningfully.

Several senior executives present understood what he meant. This kind of tripping is basic operation and everyone can do it without any instructions.

But this did not play a decisive role. After all, there were many ties between the Ox and Eagle countries, and they could not block them forever.

2 to 3 years is almost the limit, because during this period the opponent's fleet may have hundreds of passenger planes, and the accumulated flight time is enough to fill up the FAA's desk. If there is no problem with the opponent's passenger plane, the FAA will face tremendous political pressure!
I definitely won’t be able to hold on when the time comes.

"Before the FAA issues the airworthiness certificate, the good news is that you don't have to worry about this aircraft eroding our North American market. We can even influence the South American market to not purchase this aircraft, otherwise it will not be allowed to enter the North American aviation region." Vice President Hegel said.

"Although this gives us a chance to catch our breath, it's clear that the European market will be disadvantageous to us. We may encounter the same problem when we obtain the European airworthiness certificate. If we are delayed as well, the actual loss will be huge. After all, the aviation market in Europe is now comparable to that in North America." Tim, vice president of McDonnell, reminded, "Even if we want to delay, we must have a reasonable reason so that John Bull can't find any fault."

Obviously, this is a rational person. Of course, the reality is that McDonnell's passenger aircraft business is not the mainstream of the company. The most important business for their company is fighter jets. Now many European countries' fighter jets come from McDonnell. Their F3 and F101 are both popular fighter jets in this time and space.

"I agree with this point of view. What we are doing now must stand the test of time and leave no future troubles. If we are suspected of deliberately making things difficult for the other party, then there is indeed a great possibility that we will be retaliated against in the future." The vice president of Lockheed Martin, who holds the best-selling F104 fighter jet, expressed his agreement with the words of the vice president of McDonnell.

The passenger aircraft products of these two companies are not good. Although it is politically correct to demand unity against a common enemy in the face of Europe, the urgency of their needs is different from that of Douglas and Boeing.

"Well, this is indeed a problem." Vice President Hegel frowned, then smiled. "Of course we must come up with enough reasons to prove this. In fact, we are only responsible for the aviation safety of the North American people. Our people need a safe enough passenger plane, which is what the people should demand. So isn't it natural for us to ask Airbus, a company that has only been established for two years, to fully prove itself?"

As expected of someone who has made it to a high level, Vice President Hegel was also very artistic in saying a bunch of correct nonsense when faced with a slightly disharmonious situation.

Make up for your previous recklessness in an instant.

"Okay gentlemen, this is a small question. Next, should we review our cooperation strategy with Rolls-Royce? You know, we have suspended the purchase of aircraft engines from Rolls-Royce before. Now they have not received the signal we sent and insist on entering the whole aircraft industry. According to their tradition, they will soon enter the combat aircraft field after the success of passenger aircraft. They have a complete aviation industry chain. Obviously, after getting back on track, they will be a threat to each of us, I mean markets like Europe and the Middle East."

During World War II, the British Empire developed many fighter planes and fought in the air with the extremely powerful British Empire. There was no shortage of top talents and industrial chains in the aviation industry. The reason why it lost its edge after the war was that the collapse of the colonial system and economic bankruptcy meant that the British Empire did not have enough resources to continue its development.

Of course, another reason is that the aviation industry, which is operating independently, lacks the necessary integration to form large aviation giants to concentrate resources to accomplish big things.

The loss of the vast colony not only resulted in the loss of a huge aviation consumer market, but also a huge economic blood transfusion, causing the British Empire's economic development to lag far behind its North American counterparts. It even owed a lot of debts and didn't know how long it would take to pay them off.

In the main world, John Bull's aviation industry had to merge and reorganize in the 1s and 11s to form a group company like Bae, but it was actually too late. The BAC- passenger aircraft, which had decent performance but was late due to lack of resources, might have had a chance if it had been launched seven or eight years earlier. Unfortunately, it was too late. The aviation market had already solidified into Boeing and McDonnell Douglas monopolizing the development of the world's airliners. In addition, John Bull's ambitions were high but his life was fragile, and the Airbus plan was not fully invested. As a result, the Franco-German Axis finally became popular and took the last big bowl of fat in the airliner market.

Of course, the giants like the rogue eagles in this world cannot see this.

What they are seeing now is that John Bull's aviation industry rival is dying but not dying, and there is even a risk of a second spring. "Yes, according to our latest intelligence, they have actually started the Tornado jet fighter research program (PS: This fighter in the main world was jointly researched by many countries in the late 60s). This is a multi-functional new fighter that will have the ability to fight in the air and against the ground and sea in the future. For us, this fighter is a real threat and will have a huge impact on our next-generation fighters." Vice President Williams said.

"We must try to kill this plan in the cradle. Now the J-9 fighter jets from the University of Tokyo pose a huge pressure on us. If we continue with the Tornado fighter development plan of John Bull's family and get technical assistance from the University of Tokyo in terms of turbofan engines and avionics, our current fighter jets will not be able to have a clear advantage over them. It will inevitably pose a huge threat to us in the procurement of European fighter jets. As we all know, the European fighter jet market will account for at least half of our market share."

Speaking of this, none of the vice presidents of the four companies are sleepy anymore, as this is a real threat.

Moreover, the feasibility of this matter is still very high. Now that Southeast University and John Bull's family have many cooperations, it would not be surprising for the two sides to have one more cooperation. Although the Tornado fighter program has not yet cooperated with Southeast University, this is because John Bull's family may feel that they are capable again and want to develop their own aviation industry independently.

For a country's main fighter jet, they certainly hope to reduce their dependence on other countries as much as possible. This is the last stubbornness of a world power.

However, the pressure is now on the four giants of the Rogue Eagle aviation industry. According to the informal agreement reached in their secret meeting, they will comprehensively clamp down on the aviation industry from John Bull in many aspects such as airworthiness certification, airline passenger aircraft procurement, and aircraft engine procurement.

At the same time, they lobbied the White House to provide subsidies and provide John Bull with the latest fighter jets at a low price in the name of a close ally, with the first batch of at least 100 or more. In this way, they squeezed out the market space for John Bull's own Tornado fighter jets, and it would be best if the plan eventually died due to lack of market and R&D costs.

These secret moves from the Rogue Eagle aviation giant have had a huge impact on Airbus' plans. Without the FAA's airworthiness certificate, this passenger aircraft cannot land and fly routes in the North American market.

Although this was expected, everyone in Rolls-Royce was still very angry. At the suggestion of the University of Tokyo, Rolls-Royce began to expand further, taking the lead in integrating the British Airways Corporation to form the BAE Aviation Group, which was more powerful than the main world's historical time and space. It concentrated the strength of the British Airways Corporation and went all out to develop three major products in different fields: the Vulcan bomber, the Tornado fighter and the Airbus passenger aircraft.

And the cooperation on arresting cable and steam catapult technology was formally exchanged for joint research cooperation on the next generation products of Dongda Avionics and WS-9.

This cooperation was carried out in the form of a secret agreement. In name, each party had its own research and development team, but the other party provided key technical support for the core part.

For Dongda, this cooperation may seem disadvantageous on the surface, but Ren Zhong is clear that it is not a loss overall. Our WS-9 technology adopts the principle of borrowing technology, and our team does not understand it as thoroughly as veterans like Rolls-Royce. Rolls-Royce is involved in the development of the new generation of main turbofan engines, so the experience growth of the Dongda team will definitely be faster than that of Rolls-Royce.

From the perspective of the vertical take-off and landing engine cooperation project, the Dongda R&D team, which had the Yak vertical take-off and landing kit, quickly got started through cooperation with Rolls-Royce, and found the key technology of the new generation of vertical take-off and landing engines from the Yak and Pegasus engines. The design of the first generation of vertical take-off and landing engines has completed prototype verification and entered the physical manufacturing verification stage. If nothing unexpected happens, our vertical take-off and landing fighter will be tested in three years!

However, these competitors are not visible now, but the obstacles set up by these competitors are now visible to the naked eye. From the information that the FAA keeps requesting, even a blind person can see that Airbus, of which John Bull is a major shareholder, has been discriminated against by the FAA.

Obviously, the four major North American giants have begun to make efforts to prevent the Airbus A300 from landing in North America.

This was a difficult impasse to resolve, and Ren Zhong actually had no particularly good solution to the problem. After all, if the other party started to behave like a gangster, John Bull would have no way of forcing this traitor who had turned from a younger brother into a big boss to bow his head.

John Bull is now very old. It is no longer the era when the sun never sets and the invincible fleet was there, and all nations bowed their heads. The lonely empire is worse than a dog. Ren Zhong looks for experience and answers from the history of the main world, and finally finds a fact, that is, John Bull must be pushed to follow the European Community route! Only by uniting the entire European continent can we deal with the powerful rogue eagle!

The frail John Bull lacks the strength to wrestle with the rogue Eagle, and only by uniting together can he have bargaining power.

After thinking this through, Ren Zhong shook his head. He never thought that in the world of Bright Sword, he would be forced to become the behind-the-scenes promoter of European integration!
In order to deal with the control of the rogue Eagle giant on airworthiness certificates, Dongda suggested that John Bull promote the establishment of ESA JAA, that is, to realize the integration process of European aviation standards, which is equivalent to giving birth to this department that is mainly responsible for the formulation of airworthiness technical requirements for large transport aircraft and engines more than ten years in advance.

You should know that in the main world, the European Space Agency (JAA) was not established until 1970, and European standards were established to counter American standards in order to struggle for survival.

In real history, the founding of Airbus can be traced back to the 20s. At that time, European countries had already realized that no single company could compete with powerful North American rivals in the passenger aircraft field, so they began to gather together to discuss the development plan for a new generation of wide-body aircraft.

Corresponding to this, the airworthiness standards were first determined, so the European Space Agency (JAA) was established in 1970, and then in December 1970, Airbus was established in Toulouse, France! Their goal was to share the R&D costs through cooperation between countries and gain a larger share in the international market.

However, the initial Airbus was a relatively loose consortium. It was not until 2000 that several real aviation industry groups in Europe realized a corporate merger and established the European Aeronautic Defense and Space Company (EADS). At this time, 100% of Airbus shares were held by EADS, which truly realized the integration of the major national forces of the European aviation industry (except John Bull).

Now in the world of Sword, in order to open up the market, we have to take this old road! It's just that BAE, which was integrated in advance, is now led by the powerful Rolls-Royce. I feel that I am terribly strong with the cash cow of Airbus A300. I think I am even more unwilling to share a piece of the pie with my former rivals on the mainland. Ren Zhong doesn't know whether ESA JAA can be born in advance as he wishes.

After all, without the exchange of interests, it is difficult to unite the scattered European continent. However, Ren Zhong believes that this is the only feasible way to break the current situation. Let Rolls-Royce and others go all out to fight for it. After all, Rolls-Royce and Downing Street cannot sit back and enjoy the huge benefits of the Airbus A300 without doing anything. (End of this chapter)