COMAC C919 - claim for the future

[Music] ever since its Inception this plane has attracted the attention of the entire aircraft industry collecting countless praise and endless criticism this aircraft is a classic medium-hull airliner not distinguished by special design Innovation and outstanding performance and the fuel that makes it a shining star is potential hello Vader sky here and today we'll try to understand what is in front of us another weird Chinese aircraft or the beginning of the history of one of the leaders in the world aircraft industry I present to you the comac c919 unlike the Frantic race and drama of the main actors of The Cold War China's aviation industry was developing steadily the Chinese bought and localized foreign equipment Master Technologies and created something of their own the military's fear of course was a priority timid copying over time has overgrown with modifications and now in the 21st century we see very impressive machines what can I say if I showed this photo 20 years ago and said that this is a Serial Chinese 5th generation fighter I would be called a loon of course the civilian sector was also developing but in the field of commercial Aviation it was more difficult competences scientific base and infrastructure is a gigantic system that requires incredible resources and Decades of development the most ambitious projects of its time was the Shanghai y10 created in the 1970s a hefty four engine passenger airliner reminiscent of the layout of the Boeing 707 but things did not go beyond a few prototypes the aircraft lagged behind of its counterparts technologically its production and maintenance was difficult and funding was tight at the time with such shortcomings it was uncompetitive even in the domestic Market and here we are at the beginning of the 21st century the industry has grown incredibly and the established Aviation corporations are actively interacting with industry leaders from all around the world besides modern China is not the China of the 1980s now it is a gigantic economy with an immense Aviation Market in such conditions the emergence of a domestic civil aviation is simply inevitable the aviators remembered the sad experience of the ambitious y-10 and did not rush into projects to create the iPhone killer they went with Evolution slow and boring yet Relentless and assertive something at which they are very good the first steps were the original turbo props Gian ma60 followed by its modifications ma600 and now ma700 more ambitious was the arj21 Shang Fang The Soaring Phoenix is original jet airliner with a capacity of up to 100 passengers and is made according to the scheme of a low Wing aircraft with a pair of engines in the rear and a t-tail such conservatism of the layout can be explained by the manufacturer's caution as well as the presence of an already mastered base back in the 1980s China produced the McDonnell Douglas mdad and md-90 airliners that were similar in layout Phoenix made its first flight in 2008 and entered the Chengdu Airlines Fleet in 2015. the project was very complicated but patience does its job by the beginning of the 2020s about 70 planes had been delivered the arj-21 is a very real aircraft which doesn't reach for the stars but is good where it has to be and so having created the regional airliner in metal the Chinese manufacturers faced The Next Step a medium-hull airliner medium Hall is the largest niche in civil aviation there are tens of thousands of them around the world and a hefty piece of this Niche flies in China itself but it is also much more competitive and they'll have to fit here with such shocks as Boeing and Airbus the question of what and how to create is a very non-trivial one yes you can give Engineers the task of making an aircraft similar to the A320 or Boeing 737 but it will be just a Chinese A320 or 737 and it is far from certain that it will be able to compete with them especially with the latest Max and Neo Generations not to mention that the lifecycle support infrastructure is not yet mature in such a situation Airlines do not need to take the risk of buying a strange aircraft and this problem is extremely difficult to solve even taking into account the active support of the Chinese government you cannot conquer the market only with administrative pressure you need to create an aircraft that Airlines will want to buy comac was well aware of these factors and began to develop the concept of a future aircraft that would be able to overcome this barrier this work conceptually follows the general trend of development of many Industries in China evolutionary development and gradual increase in competitiveness there are many examples of this from household appliances and electronics to cars and Industrial Systems starting with not bad for its money and in the end everything around you is Chinese here the situation is similar Boeing an Airbus are already established Brands they have built giant Industries and formed model lines that incorporate many Advanced Solutions but this gigantism model lines in advanced Solutions require huge resources for their maintenance as a result no one is surprised that the cost of the Max and Neo airliners easily exceeds 100 million dollars and this is very expensive which makes the huge secondary Market more interesting where planes of course are worse and older but cheaper this became a potential loophole the new comac airliner has to be not bad for its money the economy is not bad Comfort is not bad environmental friendliness meets the requirements priority is to reduce the cost the company deliberately does not focus on special Innovations so that you don't expect a special wow effect you can save not only on Innovations but also on many other things from cheap compared to Boeing an Airbus affordable labor to the availability of components produced by the giant Chinese industry not to mention juicy nuances such as saving an r d at the expense of industrial Espionage which among the Giants of the airspace industry has become the Talk of the Town it sounds kind of boring but air travel is a business and it's unlikely that Airlines will worry much about the lack of a composite airframe and record low CO2 emissions if the aircraft does its job and also saves a lot of money theoretically the use of such a balance between low-cost and acceptable performance coupled with active support of the Chinese government can ensure that the future airliner conquers a large niche of the domestic market and then after solving a number of issues enters the World Market already for competition in the open sea so to speak the project was initiated in 2008 just as the arj21 entered its flight test phase and then the world first heard the name komax c919 curious title the letter C is for comac or China also sometimes this letter is presented as the third in the alphabet after A and B hinting that comac will become the third world leader after Airbus and Boeing the 9 in the index can be thought of as the Chinese symbol of Eternity and 19 as an approximate capacity of about 190 passengers together they form an index that varies from model to model just like Boeing has 737 747-757 comac along with 919 also has 929 on the horizon the deadlines for implementation of the new airliner project were very tight by 2014 it was planned to take the Prototype into the air with subsequent certification within a few years it was assumed that by 2020 about 150 aircraft would be delivered and the total volume according to the business plan contained The Mark of 2300 aircraft the total cost of the program was estimated at 58 billion yuan approximately 9.5 billion dollars which is not much although some estimates speak of much higher figures up to 20 billion dollars and this is a lot which is understandable but already a little outside of the concept of savings various players from all over the world began to join the project very quickly mainly contractors of systems and components but there were also more Curious partners in 2011 Ryanair came along and signed a cooperation agreement with comac another potentially interesting Niche Ryanair is a low-cost Airline such Airlines specialize in cheap transportation and minimize cost wherever possible and the Chinese airliner simple and cheap can fit into such a business quite organically soon Bombardier joined in with whom comac has a fairly Rich experience in cooperation now its expansion promised much benefit to both the Canadians were supposed to help with the organization of Maintenance staff training and supply of components and the Chinese would help with Investments Bombardier was spending heavily on the c-series at that time ambitious although of course not everything went according to their wishes the c919 project at the moment is probably the largest in the history of China's aircraft industry just inside the country several hundred suppliers and a couple of dozen research centers and universities from almost all provinces of the country are working on the aircraft the production size did not lag behind and the chain turned out to be quite large the nose section is made in Chengdu most of the fuselage in hongdu the high lift devices in Gian and Shanghai and the tail in Xin Yang a lot of Chinese names and not only Chinese despite the industrial potential comac is well aware that they cannot make a modern competitive airliner on their own in adequate time so one should not be surprised to see in the description of systems names such as CFM International General Electric saffron Rockwell Collins Parker thales Honeywell lip hair and so on all these innumerable large and small rivers converged the Cormac plant in Shanghai where the final assembly takes place at the same time there are plans to deploy the second assembly line in Hangzhou this whole machine began to stir already in 2011 when the appearance of the aircraft was formed in the Assembly of prototypes began the first of them The Airliner with tail number b001a passed the rollout ceremony at the comac plant in Shanghai in November 2015. colorful event the overall layout of the c919 is a classic modern jet airliner a small swept Wing engines under the wing classic tail tricycle landing gear more or less the same as that of modern class relatives Boeing 737 Airbus A320 and mc21 Dimensions also do not stand out from the flock length 38.9 meters height 11.95 meters wingspan 35.8 meters in terms of materials the c919 is quite conservative and uses conventional metal alloys approximately 12 percent of the structure is made of composite materials another nine is aluminum lithium alloys curiously comex seems to have been working on a composite Wing at the beginning as is done on the mc21 and the a220 but things did not reach production the wing is the most difficult part of the airframe and apparently it was decided not to risk it preferring metals and the Composites went into the dynamic surfaces and winglets despite the fact that the wing did not become composite a lot of work was done and it aerodynamically giving it a little more sweep and the new supercritical airfoil the high lift devices are classic and new materials made it possible to make them quite elegant on each Wing console in front there are two sections of slats on the trailing Edge two sections of single slotted flaps ailerons and spoilers a complete set oldest Beauty provides the aircraft with more or less standard flight performance the cruising speed of the c919 is approximately Mach 0.78 450 knots 834 kilometers per hour and its service ceiling reaches an altitude of 12 200 meters minimal speeds go from 117 knots empty to 144 knots with a maximum Landing weight of 67.8 tons Landing run is approximately 1600 meters takeoff run is approximately 2050 meters the ER version will require another 100 meters about it a little later the aircraft landing gear is tricycle with two wheeled bogeys on each leg the drives are electric and hydraulic more or less like the A320 the landing gear is made in China jointly with lip hair the air X wheels are supplied by Michelin the fuselage is oval and cross-section its height is 4.17 meters and its width is 3.96 meters the width is average at the level of the A320 larger than the 737 which is the most narrow in the class and smaller than the mc21 which is the widest in the class inside the fuselage the widths of the cabin is 3.73 meters a good level it is slightly bigger than the A320 and much bigger than the Boeing 737 but smaller than the mc21 cabin capacity varies depending on the layout 158 seats in the two class 168 seats in a single class and 174 in a dense one like in the low-cost Airlines according to this indicator the c919 is on the level of the A320 Co and 737-8 although the new generation airliners have gained a little capacity the layout is also classic in the front of the cabin behind the cockpit there are a pair of doors on both sides a galley and a lavatory followed by a long cabin equipped with two small emergency exits in the wing the cabin allows the placement of four business class seats according to the two plus two scheme and six economy seats according to the three plus three scheme like with other planes behind it in the tail is another pair of standard doors Two lavatories and a large galley the c919 cockpit is arranged in the style of the newest Modern airliners five large multi-functional displays a pair of auxiliary screens on the sides plus indication on head up displays glazing is also fashionable a large area with graceful curves and without opening segments if necessary the cockpit can be left through the hatch from above the c919 is equipped with a fly-by-wire control system the flight is controlled by side sticks there are no Yokes the aircraft at the Onyx is modular using the ethernet Network visually the cockpit resembles the mc21 and a220 the old A320 and Boeing 737 with all the upgrades are forced to adhere to the requirements of their families so even in the Max and Neo Generations they look more conservative Exotics of course are also there the color of the dashboards is kind of dark red Brown unusual but curious the c919 cargo compartment is located in the lower part of the fuselage under the passenger cabin and is divided into two parts one is smaller in front of the center section the second large behind the center section the total volume is 45.2 cubic meters the story about the design gives a general idea of what kind of aircraft is the c919 but I should mention that it is not alone the project initially assumed the creation of a family including as many as six versions in addition to the base there would be a shortened and extended version cargo VIP and special aircraft mainly for government services they didn't create all of them at once for now there are two versions in work the base c919 which is created with the STD standard range index and the Long Haul c919er extended range the ER is similar in design and differs mainly in the boosted engines increased takeoff weight and therefore an increased amount of fuel that can be filled with a similar commercial load thanks to this the aircraft flies farther the maximum takeoff weight of The Airliner is 75.1 tons in the basic version and 78.9 tons in the ER version meanwhile the dry weight of both is 45.7 tons BMT airliners are heavier than their counterparts while the maximum takeoff weight on the contrary is smaller the structure is pretty heavy alas this affected the distance the base c919 flies at 2200 miles with a standard load not much considering that the colleagues fly noticeably farther the ER version flies at 3000 miles on par with the old A320 Co and Boeing 737 NG and that's with the latest lead engines actually the c919 is criticized because of this stating that it cannot compete with the Max and Neo airliners however it is too early to cross the project off in some materials you can see the description that our hero is a short to medium Hull airliner that is the c919 is rather a very large Regional airliner and the c919er is already a full-fledged medium hole why is this done the aircraft is oriented first of all to the markets of China and developing countries in China itself air transportation often has huge traffic and short droughts a lot of seats and a short range so wide-body airliners flank to neighboring regions are not surprising and in the developing countries the c919 will be jostling mainly with the older planes while the newer European and American jets are clearly shifting towards bigger size and range Market niches are getting a bit different at the same time it can be assumed that in the process of development the problem of range to some degree can be solved foreign the basis of the c919 power plant is a pair of CFM leap engines leap is the heir of the great and terrible cfm56 and is a fairly large family of engines which in different versions are installed on the Boeing 737 Max Airbus A320 Neo and comex c919 on the Chinese airliner the engine of the leap 1C version is installed 196 centimeter composite fan three low pressure stages 10 high pressure stages 11 to 1 bypass ratio everything here is at the highest level nothing to pick on meanwhile two versions of the engine are offered for The Airliner the base c919 will receive the 1c28 version with a takeoff thrust of 129 kilonewtons and the heavier c919er respectively the boosted 1c30 with a Thrust of 137 kilonewtons the engine the cell of The Airliner is composite with good aerodynamics noise absorption and sliding thrust reversal it is made jointly with an Excel in general it is noticeable how actively GE Aviation and saffron participate in the project in various elements and the main power plant in fact is entirely theirs given that both CFM International and Excel are their joint ventures curiously the engine the cell is slightly flattened from below a similar solution can be seen on the Boeing 737 but there it was done because of the low Wing position under which the large engine had to be let's say squeezed and stuffed the c919 has a high Wing like the A320 and there seems to be enough space but apparently it was decided to raise the engine higher I won't give you an exact answer why perhaps the conditions of potential airfields are tighter than for the A320 Neo or maybe they just decided to play it safe the c919 is powered by honeywell's HGT 750 auxiliary power unit it is the continuation of the 131st series the representatives of which are put on well everything from helicopters to wide bodies naturally the Chinese aircraft manufacturers cannot simply give away the most critical element of their aircraft to foreigners the idea of creating their own engine arose immediately after the start of work on the aircraft the Shenyang engine design and Research Institute offered the ws-20 a new engine being created for the military transport y20 but comac refused the engine is rather military it is created using not the most Advanced Technologies based on the cfm56 and can hardly compete with the latest foreigners the second option was more interesting in 2011 the aecc cj1000a project was announced which involved the creation of a family of engines for various Chinese aircraft primarily for the c919 meanwhile the engines are created in white International cooperation mainly with European companies the abbreviation CJ as expected has a lot of transcripts C is often deciphered as China commercial or civil and J stands for jet CJ can also be deciphered as Chang Jiang pinyin for long river this is how the yanzi river is often called it is planned to make two versions with 125 kilonewtons for c919 and 131 kilonewtons for c919 ER Plus based on the Technologies and solutions of the cj1000 other engines should be created in the future for example the lower thrust cj500 for the arj21 and the higher thrust cj2000 or AEF 3500 for the long-range cr929 this strategy is very similar to the strategy of the Russian United engine Corporation with their pd-14 engines for the mc21 pd8 for the ssj-100 and pd35 for the same cr929 the Assembly of the cj1000 ax prototype was completed in 2017 and 24 Motors should be transferred to testing and certification when will we see a Serial engine under the wing of a serial airliner is hard to tell yet the engine is a complicated thing it will have to wait the aircraft's main testing phase began in May of 2017 when the c919 Prototype made its first flight from Shanghai pudong Airport after a beautiful flight it had to take a break for several months not all parameters were confirmed by ground tests but by the end of the year the flights continued the testing and certification plan was very ambitious the prototypes were supposed to fly more than 4 200 hours which is a huge figure for the medium-hull aircraft but given that for comac much of the work was being done for the first time they apparently decided there can never be too many tests meanwhile at the time of the first flight the plan was already several years behind the original deadlines which to be honest were too ambitious the new deadline was 2020 2021 and in order to be on time comac had to transfer as many as six aircraft to the testers [Music] the second prototype took off at the end of 2017. the third plane was in the air at the end of 2018. the fourth one flew in the summer of 2019 the fifth in the fall and the final sixth plane got down to business at the end of 2019. despite the intensification of flights and a busy program the amount of work was enormous and the aircraft often remained on the ground for long periods of time to receive modifications in November of 2020 the civil aviation administration of China issued to come back an interim type inspection authorization which made it possible to enter the final stages of testing comac wanted to complete the program quickly but it was the year 2020 with its nuances which made adjustments and the timeline began to slowly shift towards 2022 in May of 2022 the first pre-production c919 took to the skies the plane flies throughout the country on usual routes however more in the format of a demonstration tour without ordinary passengers the serial aircraft is also flying undergoing Factory tests for the full transfer to the airline and the start of standard passenger operations what is curious and once again proved the priorities for the domestic market and the markets of developing countries comac apparently is in no particular hurry to certify The Airliner with the FAA and easa which means that the US and European markets where without these papers it's a no-go are not interesting to them and this is logical let's be honest getting into the homelands of Boeing an Airbus will be extremely difficult comac makes a big bet on its aircraft and for all of China the c919 is an object of Pride the largest civilian airliner that they have ever built in series the plans are ambitious the start of commercial operation is planned for 2023 and by 2025 comac should deliver 50 aircraft annually and continue to increase the pace at the same time by the mid-2030s comac wants to occupy up to a third of the narrow body aircraft Market in China and almost 20 percent of the global market to achieve such a goal they will have to produce more than 100 aircraft a year the task is very difficult the Head Start in the initial stage should be given by the Chinese state-owned Airlines and lessers which act as launch customers frankly at the moment most of the contracts for the c919 fall on them although in the orderly rows of red flags can be seen the American gecas a subsidiary of General Electric the largest contractor of the project possibly wanting to find new opportunities one of the main questions regarding the prospects of The Airliner is the question of the cost of the aircraft both when purchased and in operation and of course the efficiency of this operation how well will they perform their direct tasks the question of cost remains open there are quite a lot of rumors and fog around it according to the manufacturer's plans the aircraft was supposed to cost about 50 million dollars which is indeed much cheaper than its counterparts but in reality according to various estimates the price ranges from 70 to almost 100 million dollars and comac will have to work on it the question of how much and often the airliners will be able to fly depends on the speed of fixing the initial problems those can never be avoided and on the speed of development of the much needed technical support infrastructure repair size spare part warehouses and so on but given that in the early stages the c919 will fly in China it can be optimistically assumed that on its territory with active State supports the infrastructure will be built quite quickly the stage of entering the World Market will be much more difficult especially in our time of endless trade Wars but then again China has quite a lot of foreign economic Partners from developing countries to which The Airliner is oriented in exports it is hardly worth waiting for the c919 in the liveries of American Airlines Qantas and Air France but in many regions of the world The Airliner May well find many buyers at the beginning of 2022 the portfolio of firm orders was about 169 units they were being cautious with prospects for the future if options and memoranda are added to this figure then the order portfolio will exceed 900. Meanwhile by the end of 2022 when mass production began a significant part of the memoranda were reclassified into firm orders of which there are now several hundreds this volume should be enough to deploy Mass operations and prove that the c919 is no longer some weird Chinese machine but quite a decent aircraft at least this is how it is planned what happens in practice we can discuss in about 10 years on this I think the history of the c919 can be put on pause there will be a lot of news in the coming years we will watch it and wish it good luck like And subscribe to the channel lovers of everything flying and if you want to watch the videos early see some exclusive behind the scenes content or just support the channel consider joining our patreon community fast flights on different planes from different countries and soft Landings to you [Music] foreign [Music]

Channel: Skyships Eng

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Id: 1tOK8cb5RGQ

Length: 31min 44sec (1904 seconds)

Published: Thu Dec 08 2022