Traveling through the sword to engage in military industry.

When Dongda entered the fields of aviation and high-end electronic products, Ren Zhong felt the heavy pressure from Chaoqiang. There was no way out; the market and buyers were on their side, so Ren Zhong had to play by their rules.

Although the rise of the University of Tokyo is very fast, its starting point is too low.

From the victory of the Anti-Japanese War to the end of 1959, the annual growth rate of economic development reached an unprecedented double-digit growth, averaging an astonishing rate of 15%. In about 15 years, it achieved an increase of more than 8 times, but the overall economy was still more than 2 times that of the top brother Rogue Eagle. The GDP of the University of Tokyo exceeded 2000 billion US dollars, but that of the Rogue Eagle exceeded 5000 billion US dollars. Excluding the Big Bear, whose strength is unclear, John Bull's economy closely follows that of the University of Tokyo, ranking third with more than 1000 billion US dollars.

Fourth is Gaul with more than 600 billion US dollars, as well as traditional powers such as Sandezi, Xiao Rizi and Pasta.

Between 1950 and 1960, China's GDP grew at a rate of 10%, which was close to that of the University of Tokyo and higher than that of Western powers. However, due to its poor foundation, China's total volume was lower than that of traditional Western powers.

Under such circumstances, the only ones who can have a say now are the Big Bear, the Rogue Eagles, Dongda and John Bull.

The John Bull of this time and space has reaped the benefits of the cooperation with the East, and is still firmly maintaining its colonies in Black Africa. Of course, it has now been renamed a Confederation-style dominion. In addition to the unification of diplomacy and national defense, the economy has gradually begun to become independent. However, the core economic areas are still controlled by the traditional chaebols of the John Bull family. Economic lifelines such as mines and food are all in the hands of the John Bull chaebol.

Therefore, in terms of economic output, John Bull in the Sword World has more than 300 billion US dollars more than the total output of the main world at the same time, which is also a reason why they dare to challenge the Rogue Eagle now. In addition to the European countries of the Big Bear system, the economic output of the countries that are now moving towards the European Community exceeds 3000 billion US dollars, which is relatively close to the Rogue Eagle. If the Kangaroo and Maple Leaf Kingdom, which were originally John Bull's dominions, are won, the overall economic output will be about 4300 billion US dollars, which is infinitely close to the Rogue Eagle.

This is the reason why John Bull is now the leader of Europe.

In comparison, other powers have little intersection with the University of the East, and their development speed is not much different from that of the main world.

From the perspective of heavy responsibilities, such a structure is quite beneficial to Todai.

Because this would bind John Bull through interests, and thus he would gain a lot of conveniences on the European continent.

Precisely because John Bull is more confident than the other companies, the idea of ​​the European Community is now beginning to be put together by the British, French and German locomotives, led by John Bull.

Moreover, with the support of the University of Tokyo, John Bull in this world of Bright Sword has become much more active than the main world and is more determined to push forward.

In this way, ESA JAA was established first and started the construction of European standards for the European aviation industry. The first thing it did was to obtain the first European airworthiness certificate for the Airbus A300!
Since this was JAA's first project, everything was handled with special care, and with the support of airlines such as Lufthansa and Air France, which had long been eyeing the Airbus A300, the certification went very smoothly.

After obtaining the JAA airworthiness certificate, the first impact was that in addition to Air France and Lufthansa, airlines from more than a dozen wealthy European countries, including Portugal, Spain, Italy, Switzerland, Austria, and Shweden, also began to place bulk orders.

For them, the Airbus A300 is the mainstream on major European routes. If they do not seize this opportunity, according to the current routes, the routes between major cities in Britain, France and Germany are open to each other, with half of the round trips. If there are big differences in passenger aircraft, their own airlines will definitely lose a large number of passengers. Therefore, on their international routes, they have to use the same passenger aircraft to compete with each other, which gives the Airbus A300 a huge opportunity.

Of course, behind this, the excellent economy of the Airbus A300 is another driving force.

At the same time, on international routes in Europe, although there is no explicit regulation that requires the newly established ESA JAA airworthiness certificate to fly, after all, this agency has just been established not long ago, and other passenger aircraft except the Airbus A300 do not have such certification. However, after everyone purchases the Airbus A300, everyone will assume that newly purchased passenger aircraft must have JAA certification, even if FAA certification is not accepted in the European international aviation market.

The four giants of Rogue Eagle watched all this happening so quickly in amazement. When they brought their mature model passenger aircraft to JAA for certification, they realized that they seemed to be shooting themselves in the foot. The JAA was now dealing with them in the same way they had dealt with the certification of the Airbus A300 in the past.

It's a tit-for-tat thing, there is no ambiguity at all.

In Oriental, Oriental University also took the lead in setting up the AirAsia Standards Committee AAB, and promoted Oriental University's CAA standards to AAB. All international flights flying to Oriental University's Asian service area must now be certified by this organization. At the same time, AAB and JAA took the lead in signing a mutual recognition agreement. In this way, the Asian service area is linked with the European service area.

The two sets of standards began to become compatible, and Dongda's CAC-120 and the early Y-8 and Y-6 were the first to pass the AAB market certification.

These three passenger aircraft were promoted to the Asian and European service zones. Of course, for the European service zone, the CAC-120 was not suitable to compete with the Airbus A300, but the new Y-6 and Y-8 aircraft equipped with turboprop engines had achieved good results in the low-cost airlines in the European service zone.

After all, after the flight speed is increased, these two passenger aircraft with less than 2500 seats have the lowest single-seat operating costs in the world, thanks to their excellent fuel-saving and already affordable purchase price. They are very suitable for cheap flights within a range of 650 kilometers. With a flight speed of up to 6 kilometers per hour, the current Y-8 and Y-4 have no problem flying long distances, and basically can fly 2500 kilometers in hours without any problem.

As a result, the three flagship passenger aircraft of Yandu Aviation Industry Company of Dongda have gained a foothold. CAC-120 has conquered the Asian service area, and the number of pre-orders in ten years has exceeded 800!
In the European server area, Black Africa, and the Middle East, which are areas of traditional influence of John Bull, after JAA's efforts, the Airbus A300's ten-year pre-order volume has now exceeded 800! The sales of both sides are evenly matched, and now both sides have begun to expand their production lines, preparing to complete the new production capacity of aircraft per year!

In the world aviation hegemony of "Sword of the Sword", Dongda and John Bull have joined hands to initially occupy the Asian, African and European markets.

Ren Zhong is, of course, happy to see such a situation. After all, the American market is the backyard of the Rogue Eagles, so don't think about shaking them for the time being. It is enough to occupy most of the Asian, African and European markets, which can fully support the next development plan of the aviation industry.

It now seems that the separate CAC-150 (Airbus A310) plan is a bit conservative, and it is time to start the four-engine intercontinental airliner plan.

After several months of discussion, the CAC-400 (Airbus A340) project came to fruition. It is a four-engine wide-body intercontinental passenger aircraft, designed based on the Airbus A4 of the main world. It can provide 340 different configurations covering from 6 to 250 seats, from intercontinental routes to ultra-long-distance intercontinental routes.

The engine uses the three-rotor engine RB211 jointly developed by Rolls-Royce and Dongda, with a designed maximum range of 1 kilometers. This distance can basically cover the distance from the Fog City to the capitals of most countries in the world. The popular routes from Europe to North America and South America are all within the range of the flight, with the exception of the route from the Fog City to a few South Pacific countries such as the Kangaroo Country and the South Pacific island countries.

Similarly, international routes departing from Yandu and Shanghai of Dongda University can fly directly to any city in Europe and any city in North America, except for South America where refueling is required.

For intercontinental airliners, a range of 1 kilometers is basically enough, and 2 kilometers has covered most of the routes on the earth. In terms of passenger capacity, the initial design version of the Airbus A1 started with 4 people, and gradually lengthened and expanded to a super-large passenger aircraft with 340 people!
This design is quite advanced at present.

Compared with its real imaginary rival, the Boeing 747, the research of this passenger aircraft has not yet been put on the agenda.

As for its real enemy, Douglas' DC-8-40, the competitor has already tested it and is now in the process of obtaining an airworthiness certificate. It is planned to be put into commercial operation in 1961, which is quite a delay in time. Fortunately, it has the advantage of being a latecomer. This super-large passenger aircraft, which was planned to be tested in 1965 in the "Dragon Sword World", appeared a few years later, but it uses the advanced power of a three-rotor turbofan engine. In terms of indicators, it is one generation ahead of the Douglas DC-8. If it comes out, it will undoubtedly tear off a large piece of the DC-8's market!

Now that the Airbus A300 has been a success, if the Airbus A340 achieves these performance indicators as scheduled, success is foreseeable, because it is five years ahead of its strong rival, the Boeing 747. If nothing unexpected happens, only after the success of the Airbus A5 will Boeing start to think about developing this four-engine intercontinental airliner. Now their energy is still focused on the three-engine Boeing 340, and the intercontinental airliner is still relying on the 4 to conquer the world.

Due to the lack of power in the development of aviation engines during this period, North American aviation giants are now developing three-engine medium- and long-range regional airliners.

Although later history proved that this was a detour, someone still has to pay the price to learn the lesson.

Faced with the pressure of reality, not every giant has a prophet like Ren Zhong who can avoid the consequences and know that new aircraft engines will break all this in the near future, making the three-engine passenger aircraft a flash in the pan and wasting a lot of research and development costs.

Because the life span of a passenger aircraft should actually be very long, from the initial version to the final closure of production, it is often as long as thirty or even fifty years. The entire product line life cycle of the Boeing 707 is 37 years, and the entire product line life cycle of the Boeing 747 is as high as 53 years.

Therefore, if the technical route of a large aviation product is wrong, the product will only have a life cycle of more than ten or twenty years, and it will basically be a failure.

According to Ren Zhong's current layout of Dongda Airlines' passenger aircraft, twin-engine regional aircraft will be the majority, and will be developed into multiple series in the future. The four-engine large wide-body intercontinental aircraft will basically only develop into one series. The key is the current technical level, which will gradually lengthen from a wide-body aircraft with more than 200 people to a super-large aircraft with more than 400 people. Ren Zhong does not think it is necessary to have a larger aircraft.

Super airliners like the A380, although theoretically capable of carrying more than 900 passengers and with a range of more than 15000 kilometers, are not competitive compared with airliners like the A340. On the contrary, due to the huge amortization of research and development costs, the price of this type of aircraft remains high, and the entire project eventually turns into a loss-making project.

Facts have proved that the super airliner project is not a good deal. We cannot develop an ultra-long-range super airliner just because of a very small demand, such as being able to fly directly from Fog City to Kangaroo Country. There are too many international airports now. A transfer in a city like Dubai or Mumbai is not much slower than a direct flight, but the flexibility is obviously much higher. After all, it is much easier to gather 900 people from Fog City to Kangaroo Country than to go from Fog City plus Dubai and Mumbai to Kangaroo Country.

Unfortunately, not many people saw this clearly at the time. Everyone thought that the larger the passenger plane, the lower the cost per seat. However, after the competition on routes became fierce, striving for occupancy rate became the key. Passengers could completely choose to connect multiple flights to reduce their travel costs.

Practice has proved that ultra-long-range large aircraft are certainly needed, but the bigger and farther the better is not necessarily the case!

4 engines, 400+ seats, and a range of 14000 kilometers are the technical route indicators that Ren Zhong set for this aircraft, so that the R&D costs can be effectively controlled. You should know that the cost of completely redeveloping a new aircraft is very high. The R&D cost of the Airbus A380 is as high as 250 billion US dollars! And this aircraft has only sold 251 in total. In other words, the amortization of the R&D cost alone is as high as million!

According to its average selling price of 4 million US dollars, the amortization of R&D expenses accounts for as much as 25%. In sharp contrast, in the 80s, the development costs of the A330 and A340 totaled 25 billion US dollars (1986 currency value), while the sales volume of Airbus A330 was 1527 and the sales volume of Airbus A340 was 375, a total of 1902, and the amortization of R&D expenses per aircraft was only more than 100 million US dollars. According to the price of A340 of nearly 2 million US dollars, the amortization of R&D expenses is only about 6%, which is a world of difference from the A380.

Judging from the history of the main world, the truly best-selling aircraft are twin-engine narrow-body passenger aircraft, namely Airbus's A320 series and Boeing's 737 series. These are what Ren Zhong values ​​most.

According to Ren Zhong's plan, CAC-120/CAC-150/CAC-180/CAC-200 will follow the route of A320, covering the medium- and long-range narrow-body aircraft market with 100-200 seats. However, in the future, the range will be extended from more than 3000 kilometers to about 6500 kilometers, which can cover the distance of most international flights. However, in terms of technical routes, these four types are mostly common. CAC-120/CAC-150 is purely stretched, and CAC-180/CAC-200 is a variable width + stretch method, widening from 5 seats per row to 6 tables to meet a larger passenger capacity.

Obviously, this technical route is the least difficult to evolve and the R&D costs are more controllable.

Through joint research and development with John Bull and with the help of CAC-120, Dongda has taken a step ahead in the medium- and long-range narrow-body aircraft market. As long as it does not make any wrong steps, there is a glimmer of hope for it to defeat Boeing in the future.

(End of this chapter)