The Military-industrial Scientific Research System of the Academic Master Chapter 1054

Chapter 1054: An epoch-making product

In fact, what has always troubled Chang Haonan is that the pedigree of domestic aircraft is too incomplete.

Apart from the C909 and Y-8, the only ones that can barely function as aerial platforms are the M60 and the C808.

The former seems to be similar to the E2C platform at first glance, but in fact it is larger than the E2C and cannot be put on the ship at all.

As a purely land-based platform...

It only has a range of 2,000 kilometers, and with a big antenna on its back, there is no oversized luggage compartment that can be converted into a fuel tank like a serious passenger aircraft...

That performance is really too abstract.

The latter, like the Yun 8, is essentially more suitable as a one-size-fits-all medium-sized platform, rather than the lower end of a high-low mix.

For example, the C808 has been selected from the beginning for the anti-submarine patrol aircraft and electronic reconnaissance/electronic jammer aircraft currently under development.

However, just now, he discovered that he seemed to have entered a misunderstanding.

Because the early warning aircraft platform was first planned in 1998, so naturally at that time, only these models that were or were about to be produced in China were considered.

Later, although Chang Haonan had several contacts with the early warning aircraft project, he either thought of new radar technology or simply tested software or algorithms.

In short, it has nothing to do with the aircraft itself.

Therefore, we have not systematically reconsidered this matter.

But today, Chang Haonan took advantage of the topic raised by Guo Lin and thought about it carefully, and suddenly realized that the situation had changed dramatically compared to five years ago.

This change is not only reflected in technology, but also in the external environment -

In the past, we lacked core technology, so we were afraid of being unilaterally cut off.

But now…

Think about the NH90 helicopter

Think of the M88-3 engine.

Think again about the Trent 900…

Let me say it again, who is afraid of cutting off the confession?

China's competitiveness in the world's industrial chain is no longer limited to its huge market potential and low supply costs.

But it actually has core technologies that cannot be replaced.

In this case, regardless of personal use models, at least for foreign trade products, you can think more broadly...

Don't say anything else.

Don't the French want their own early warning aircraft?

The Navy really has no choice but to purchase E2C because it has to consider shipboard.

But when the Air Force chose E3F, there was still a lot of controversy.

Except that the carrier platform has been replaced with a better-performing engine, this model is not fundamentally different from the E3A twenty years ago.

The quotation was solidly close to US$500 million.

After entering the new century, the French Air Force, which felt that the performance of the E3F was somewhat outdated, began to seek technological upgrades.

As a result, he will be blackmailed a lot again.

In addition, in terms of demand, with the scale and mission of the French Air Force, there is no need for a model the size of the E3A.

Not only Chang Haonan thinks so, but even the French themselves think so.

There has been constant talk about replacing the E3F with the Erieye.

And they did exactly that before Chang Haonan was reborn.

Since you can even buy Swedish products, if the Falcon Z is used as a carrier aircraft, it will be at least the same as the NH90, and it can be nominally regarded as France's own production...

As for the command system and data link, they were originally optional parts.

Just go back and use your own and that's it.

Anyway, even the E3F is operated independently by the French Air Force and is not connected to NATO's common command system...

Not only that, you can also get some advantages when selling to third countries.

At least it won't suffer because there are fewer users of Chinese fighter jets.

Thinking of this, Chang Haonan, who was a little drowsy just now, stopped feeling sleepy instantly.

At this moment, Liu Yongquan is tracking the testing of the SeA650 engine in France.

It just allows him to test the other party's attitude.

After all, the overall design of Falcon Z still belongs to Dassault.

And if you want to modify a special aircraft based on it, it is obviously a big trouble without the original design plan...

A few days later, France.

The cloud of war hanging over the Middle East has had almost no impact on Europe.

At least not yet.

In fact, because no troops were sent to participate in the deterrence operation, the French people generally just watched the fun.

Normal production and life have not been affected.

Of course, old Europe. The so-called "normal" production and life may not actually be normal...

For example, the Falcon Z prototype was originally scheduled to fly for the first time in January 2003. Although everything seemed to be normal, it was still delayed for nearly a month without realizing it.

Fortunately, preparations on the ground were sufficient, and the SeA650 itself is a relatively mature design, and the French are experienced in passenger aircraft test flights, so after entering the test flight stage, there were no other mishaps.

By late March, all basic subjects will have been completed and the gradual transition to the next stage will begin.

That is to say, the performance involves Falcon Z's commercial selling point.

There are mainly three parts.

Speed, range, and cabin quietness.

In addition to safety, these are the most important properties of a business jet.

Quietness can be tested throughout the flight test and does not need to be conducted as a separate subject.

For the sake of ensuring test efficiency, the voyage must be arranged at a relatively later stage.

After all, more than 12,000km is enough to fly directly from London to Beijing.

It could even be included in the trial run as part of a publicity stunt.

Just like the aviation industry in the 1920s and 1930s was keen on crossing the Atlantic in various ways.

Therefore, the core subject at the current stage is still the maximum flight speed.

Especially for the new wing designed by China, in the previous ground flutter test, the maximum allowable speed reached an astonishing Mach 0.990.

It is even higher than the design indicators initially presented.

Of course, this number is already the maximum that the aircraft structure can withstand, which means that it will break immediately no matter how fast it is. It does not mean that the aircraft can really fly levelly at Mach 0.99.

This speed is not even touched during test flights.

Dassault is not Boeing, so it cannot really use its test pilots as consumables.

But for a model that uses high speed as its selling point, it never hurts to leave some extra safety redundancy...

"Charles, we checked the flight parameter recording equipment and determined that during this test flight, the aircraft reached and maintained an airspeed of Mach 0.92 in level flight."

In a hangar at Merignac Airport, flight test director Rob Boudin emerged from the cabin of the Falcon 8Z and reported loudly to Charles Edelsteiner who was checking the cabin noise record data not far away. .

As he spoke, he strode to the test workbench, put the recording device in his hand on the table, wiped the sweat from his forehead and continued:

"I have to say that the most wonderful design of this aircraft is neither the speed nor the noise, but the cross-sectional area of the cabin... I can finally stand up straight in a business jet, without having to bend over and walk like a dog hole... "

"Thanks to Snecma...er...in short, thanks to the two new engines with sufficient thrust, the Falcon Z's cabin cross-sectional height is 8 centimeters larger than the average for models of the same class."

"Although this number may not look very impressive, but for passengers of average height, it is just the critical point of being able to stand up straight..."

As Ed Steiner spoke, he raised his head and looked at the recorder in Robb's hand with complicated eyes -

Mach 0.92 is actually the pie drawn by Falcon Z during the early promotion process.

Also because it is a pie, it was not marked at the beginning whether it was air speed or ground speed.

His original idea was to find a tailwind and let the aircraft's GPS speed (that is, ground speed) exceed Mach 0.93 at the altitude at that time.

If that doesn't work, you can still do a shallow dive.

In short, Spring and Autumn Brushwork is full of charm, as long as it can avoid accusations of false propaganda, it will be fine.

This is also something of an open secret in the industry.

Rich people usually think that their time is valuable, so they eat this kind of propaganda.

But in reality, no one really cares about those 10 or 15 minutes.

However.

Who admits it.

His intentions were bad, but he carried them out well.

After switching to a lower-drag wing, the aircraft actually reached an airspeed of Mach 0.92 in level flight...

This is great.

Falcon 8Z has a total of three main selling points.

High speed.

It relies on low-drag wings designed by others.

Big voyage.

It relies on a low fuel consumption engine designed by others.

Quietness.

It relies on soundproof nacelles and active noise reduction systems designed by others. …

Although the overall design of the aircraft was still led by Dassault.

But Ed Steiner felt something was wrong.

Falcon 8Z is an epoch-making product in the field of business jets. But if you take a closer look, you will find that the times are marked by others?

(End of chapter)

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