In this article, we’ll look at the airplane comparison between the Comac C919 and Embraer E195-E2.
China’s COMAC C919 Narrow-body aircraft.
The C919 is the first domestic product of China that will be developed along with COMAC Company for both narrow and wide-body aircraft. The program was launched in 2008, and the first prototype was finished in 2015. It then underwent numerous tests in China to demonstrate its capabilities. Finally, on September 29th, 2022, it received the first Airworthiness Certificate from the Chinese Civil Aviation Authority, and on December 9th, 2022, this aircraft will be delivered to China Eastern Airlines in Shanghai.
Currently, there have been 800 orders for aircraft from various clients, with the majority of those orders coming from China. As the continuous sanctions imposed by western nations on Russia. If demand increases, China will be a key player in exporting some Comac aircraft to Russia.
Brazil’s Embraer E195-E2 Narrow-Body aircraft.
The medium-range jet airliner Embraer 195 E2 was created by the Brazilian company Embraer. For small airline operators, it is the most promising jet because it may be used for regional connections. The aircraft was introduced during the 2013 Paris Air Show. 2016 had seen the launch of the E190-E2’s first variant. And in 2018, it began operating in the operations with Wideroe as its first client.
It has three different types of aircraft, depending on the number of seats and trip distance. Embraer targets lower fuel consumption of 16–24% and maintenance costs per seat of 15–25%. Built on the first version of the E-Jet, it features a new fly-by-wire system, new pylons, landing gear, horizontal stabilizers, cabin, cabin air system, air cycle machine, and cabin.
The Airbus A220 is a direct competitor in this market, and its cost is 91.2 million dollars, whereas the E195-E2’s cost is only $60.4 million. Embraer has currently received an order for 227 E195-E2 aircraft, of which 39 have been delivered to customers.
Comac C919 and Embraer E195-E2 specification
- Comac offers two different seating arrangements, with 168 seats for one class and 158 seats for two classes.
- Additionally, E195-E2 contains 146 seats for the single class and 120 capacity seats for the two classes.
- The C919 aircraft is 127.7 feet long, while the Embraer is 136.2 feet long.
- The c919’s wingspan is 110.3 feet while the Embraer’s is 110.6 feet.
- The C919 is 39.2 feet tall, while the Embraer is 35.8 feet tall.
- While the Embraer can carry 16150 kg, the C919 can carry up to 18900 kg.
- Operating empty, the weighs E195 E2 is 35700 kg and C919 45700 kg, respectively.
- The maximum takeoff weight for the E195-E2 is 61500 kg and for C919 is 78900 kg.
- The C919’s range is approximately 5575 km, while the E195’s range is 4917 km.
- The C919’s CFM engine generates 129.9-kilo newtons of thrust, whereas the Embraer’s two Pratt & Whitney engines can produce up to 102-kilo newtons of thrust.
- The C 919 has a list price of approximately $99 million, while the Embraer costs $60.1 million.
Boeing 777-8F vs Airbus A350F: Comparing two Premium aircraft
In the world of aviation, competition is a constant force. With the aftermath of the COVID pandemic, many airlines have been making a strong comeback, showing robust profit margins. Furthermore, the demand for freight services has been on the rise, necessitating the need for high-end aircraft in this sector.
In this narrative journey, we’re about to embark on, we’ll delve into the realm of two exciting newcomers in the freighter aircraft segment: A350 vs 777, The Airbus A350 Freighter, and the Boeing B777-8 Freighter.
These aircraft are born from the same lineage as their passenger counterparts but have been reimagined for the world of cargo transportation. Our exploration will take us through the fascinating similarities and differences between these two aircraft, examining their capacity, operational viability, and what they bring to the airlines that operate them.
The A350F can be seamlessly integrated into airline fleets, delivering step-change efficiency in terms of volume, range, and payload.
Airbus is proud to bring the A350F as the only choice for the future of the large widebody freighter market
The A350F, as proclaimed by Airbus, possessed an almost otherworldly ability: it showcased an unbeatable fuel efficiency that set a new benchmark for its competitors. With awe-inspiring prowess, it achieved a staggering 40% reduction in fuel consumption and carbon dioxide emissions when compared to the venerable 747F.
But the brilliance of the A350F didn’t end there. It was a revelation in seamless integration for airline fleets. As if answering the prayers of airlines worldwide, this aircraft seamlessly joined its ranks, ready to revolutionize air travel. Its introduction marked a step-change in aviation efficiency, touching every aspect of the industry.
Boeing’s 777x Aircraft and the Evolution of Air Freight
Boeing is keeping pace with advancements in aviation, showcasing its much-anticipated Boeing 777x aircraft, currently in the testing phase. Responding to Qatar Airways’ call, Boeing is exploring the development of a 777X-based freighter to replace the existing 777Fs.
This cutting-edge aircraft boasts next-generation avionics and technology, featuring a powerful engine that significantly elevates its performance. The extended wing structure not only enhances aerodynamics, reducing drag during cruising for improved fuel efficiency but also contributes to lower fuel consumption.
Introducing the 777-8 Freighter, Boeing extends its freighter family as the world’s most capable and fuel-efficient freighter, aligning with sustainability goals. The Boeing freighter family ensures optimal payload capacity and range capabilities, all while maintaining superior economics. This includes the high-volume 747-8 Freighter and the long-range 777 Freighter, solidifying Boeing’s commitment to delivering innovative solutions for the future of air freight.
|Boeing 777-8F vs Airbus A350F – Specifications|
|Maximum take-off weight (MTOW)||319,000kg||TBC|
|Cargo capacity main deck||30 pallets main deck,|
12 in lower hold
|30 pallets main deck,|
12 in the lower hold
|Total cargo volume||TBC||766.1m3|
|Net revenue payload||109,000kg||112,264kg|
|Engines||2x Rolls-Royce Trent XWB||2x General Electric GE9X|
Boeing 777-8F and A350F Capacity
The A350F is derived from the A350-1000 and the 777-8F will have the key features of Boeing’s 777X design, including its carbon-fiber wing – the longest single composite part ever developed for an aircraft. The 777x vs A350 is unique in technology.
The 777-8F will be slightly larger than the A350F, with a marginally longer fuselage, taller height, and a wider wingspan. At 70.8m, the A350F will be slightly shorter than the 73.7 m-long passenger A350-1000.
On cargo payload and range, Airbus says the A350F will carry 109,000kg over 4,700nm. Boeing’s data notes the 777-8F will carry 112,300kg over 4,410nm.
And while the A350F’s main-deck cargo hold will have capacity for 30 pallets (measuring 244 x 318cm), with another 12 of the same size in the lower hold, the 777X will carry 31 pallets (again 244 x 318cm) on the main deck, and 13 in its lower hold. Essentially, the 777-8F will carry slightly more cargo, but the A350F will be able to fly further.
Boeing 777-8F and A350F efficency
Airbus stands to gain significant advantages by promptly introducing the A350F into service, recognizing the absence of a compelling cargo aircraft in its portfolio. Leveraging the already-established certification of the A350 family further reinforces its position.
In contrast, Airbus A350 vs Boeing 777. Boeing adopts a more measured approach, as the continued reception of orders for the 777F allows for sustained production over the next five years. This strategy provides a smoother transition toward the eventual production of the 777-8F.
The European aircraft manufacturer highlights that the A350 F will feature a 17% increase in revenue cargo volume and a payload capacity of 3,000kg greater than the current generation Boeing’s 777-9F.
In contrast, Boeing asserts that Boeing’s 777-9F will outperform the current Boeing 777F by carrying 17% more revenue payload. Boeing aims to provide the “highest payload and long-range capability” to explore new markets while ensuring a balance of “low operating cost with high reliability.”
Airbus emphasizes the A350 F unparalleled space for customers, claiming an 11% volume increase that accommodates an additional 5 pallets. The A350 F boasts a lighter Maximum Takeoff Weight of 30 tonnes and an impressive 99.5% operational reliability.
Further setting it apart, the Airbus A350 F features a cargo side door that surpasses competitors in size. Additionally, it promises a 20% reduction in fuel burn, contributing to enhanced efficiency and sustainability.
Airbus stands to gain significant advantages by promptly introducing the A350 F into service, recognizing the absence of a compelling cargo aircraft in its portfolio. Leveraging the already-established certification of the A350 family further reinforces its position.
In contrast, Boeing adopts a more measured approach, as the continued reception of orders for Boeing’s 777-9F allows for sustained production over the next five years. This strategy provides a smoother transition toward the eventual production of Boeing’s 777-9F.
B777-8F and A 350F orders as of Nov 2023
Currently, both freighter versions of these aircraft are pending. The Airbus A350, initially known for its passenger variant, is already operational in the market, catering efficiently to the passenger segment. Airbus is now extending its capabilities by developing the freighter version, scheduled for its maiden flight in 2026. Since its introduction in July 2021, Airbus has secured 39 firm orders for the A350F, with the unveiling of the inaugural aircraft’s livery at the Paris Air Show.
On the Boeing front, the 777-8F aircraft is undergoing a transition from the passenger to the freighter version. The cargo variant, 777-8F, is anticipated to be introduced in 2028. In contrast, the passenger version, 777-8, does not have a confirmed timeline. Qatar Airways, a major customer, has placed orders for approximately 74 aircraft, with additional orders from various other airlines, totaling around 90 aircraft as of 2023. Boeing currently leads in terms of order volume compared to Airbus.
Comparison Between Embraer Kc-390 and Airbus A400M
In the following article, we will examine The Embraer KC 390 and the Airbus A400m are the two military aircraft models. Both serve the Military Transportation needs as well as a number of other uses for which the clients employ them. Let’s examine how the two aircraft differ from one another within its class.
The Embraer KC-390 is a twin-engine, medium-size military transport aircraft developed and manufactured by Brazilian aerospace company Embraer. It is designed to perform a variety of missions, including cargo and troop transport, aerial refueling, search and rescue, and medical evacuation.
The aircraft Kc-390 can carry up to 26 tons of cargo, or up to 80 troops, and has a maximum range of 3,400 nautical miles (6,300 kilometers). The KC-390 made its first flight in 2015, and the Brazilian Air Force has ordered 28 aircraft.
The aircraft has been offered for export and has been ordered by Argentina, Portugal, the Czech Republic, and Columbia. How much does the KC 390 cost? By 2013, the KC-390 program had cost US$2.25 billion to develop, and the unit cost is expected to be US$50 million when production begins. This aircraft was first publicly revealed in 2014.
The cargo area of the KC-390 was 35.2 m (115 ft ) in length,11.84 m (38 ft ) in height ahead of the wing. A unique feature was a retractable pressure bulkhead that sealed the cargo cabin and retracted garage door-style into the roof. The KC-90 could transport 74 litters with attendants, 66 paratroopers, or up to 88 fully equipped troops.
The Airbus A400M Atlas is a military transport aircraft developed and manufactured by Airbus Defence and Space. It is designed to perform a variety of missions, including strategic and tactical airlift, aerial refueling, and medical evacuation. The A400M can fly to a maximum of 4,100 NM, although this reduces to 2,000 NM with its maximum 37 tonnes of payload. It is equipped with four turboprop engines and advanced avionics, including fly-by-wire technology. The A400M made its first flight in 2009, and it has been ordered by several countries, including Belgium, France, Germany, Spain, Turkey and the United Kingdom.
The aircraft has been delivered to multiple countries and used in various operations and exercises. Can the A400M carry a tank? With a basic fuel capacity of 63,500 liters (50,800 kg), which can be even further increased with additional cargo hold tanks, the A400M is the most capable tactical tanker on the market.
In addition to the ramp, the cargo bay measured 17.71 meters (58 feet) long, 4 meters (13 feet) broad, and 3.85 meters height (12 feet). The cargo bay could be equipped for carrying cargo, moving vehicles, moving troops, or evacuating patients. It could fit up to 20 one-tonne containers or pallets, nine regular pallets with 58 soldiers sitting in fold-down seats along the fuselage’s walls, 120 fully armed soldiers, 116 paratroopers, and 66 stretchers with 25 medical workers.
The Embraer KC-390 and the Airbus A400M are both military transport aircraft designed for a variety of missions, including cargo and troop transport, aerial refueling, search and rescue, and medical evacuation.
However, there are some key differences between the two aircraft:
- Manufacturer: The Embraer KC-390 is manufactured by Brazilian aerospace company Embraer, while the Airbus A400M is manufactured by Airbus Defence and Space.
- Size: The Embraer KC-390 is a medium-sized military transport aircraft, while the Airbus A400M is a larger aircraft.
- Engines: The Embraer KC-390 is powered by two International Aero Engines V2500-E5 turbofan engines, while the Airbus A400M is powered by four Europrop International TP400-D6 turboprop engines.
- Maximum Cargo Capacity: The Embraer KC-390 has a maximum cargo capacity of 26 tons, while the Airbus A400M has a maximum cargo capacity of 37 tons.
- Maximum Passenger Capacity: The Embraer KC-390 can carry up to 80 troops, while the Airbus A400M can carry up to 116 troops.
- Maximum Range: Kc-390 aircraft have a maximum range of around 3,400 nautical miles (6,300 kilometers).while Airbus A400M has 4,100 NM, although this reduces to 2,000 NM with its maximum 37 tonnes of payload.
- First Flight: The Embraer KC-390 made its first flight in 2015, while the Airbus A400M made its first flight in 2009.
- Avionics: Both aircraft are equipped with advanced avionics, including fly-by-wire technology.
- Operators: The Embraer KC-390 is operated by the Brazilian Air Force and other countries, while the Airbus A400M is operated by several countries, including Belgium, France, Germany, Spain, Turkey, and the United Kingdom.Overall, both aircraft are highly capable military transports, but the A400M is larger, can carry more cargo and passengers, and has been in service for a longer period of time.
Comparison between Tejas mk 1 and Tejas mk 2
Tejas Mk and Tejas Mk 2 are two models of India’s Tejas Light Combat Aircraft (LCA), an indigenously produced fighter aircraft.
In this video, we’ll have a look at the two Tejas fighter jet types, one of which India is now employing and the other of which is scheduled to launch next year while engines are still being developed. Let’s learn more about this fighter jet and what makes these two planes remarkable and one of a kind.
The Tejas Mk1, usually referred to as the HAL Tejas, is a light combat aircraft created for the Indian Air Force (IAF). It is a single-seat, single-engine, multi-role fighter aircraft made to suit the requirements of the Indian armed forces.
while Tejas Mk2, also referred as the Tejas Mark 2, is an upgraded variant of the Tejas, a light combat aircraft (LCA) created by the Indian companies HAL and Aeronautical Development Agency.
The Tejas Mk2 is intended to be a multi-role fighter aircraft with the ability to carry out a variety of tasks, including as air superiority, ground attack, reconnaissance, and electronic warfare.
The Tejas Mk1 has great maneuverability and agility in combat with its delta wing design and tail-less compound delta platform. It has cutting-edge avionics and equipment, including fly-by-wire flying controls, cutting-edge radar, and capability for electronic warfare. The aircraft’s combat radius is about 300 kilometers, and its top speed is Mach 1.8.
The Tejas Mk2 features a combination of cutting-edge composite materials, such as carbon fibre composites, which help to reduce weight and increase structural strength. The aircraft has a quadruplex digital fly-by-wire flight control system, which offers superior handling characteristics and increased maneuverability.
The Tejas Mk1 is equipped with a variety of air-to-air and air-to-surface weapons. It is powered by a single General Electric F404-GE-IN20 engine, which provides a thrust of around 53 kN. Whereas Tejas Mk2 will be propelled by two General Electric F414-GE-INS6 engines, which will deliver more thrust and better performance than the Tejas Mk1’s single engine.
While both variants are members of the same family, there are several notable differences between them. Here’s a comparison between Tejas Mk and Tejas Mk 2:
- Size and Weight:
- Tejas MK1: The MK1 has a length of 13.2 meters (43.31 feet) and a wingspan of 8.20 meters (26.90 feet). It has a maximum takeoff weight of around 13,500 kg (29,760 lbs).
- Tejas MK2: The MK2 is slightly larger, with a length of 14.65 meters (48 feet) and a wingspan of 8.50 meters (27.56 feet). Its maximum takeoff weight is expected to be around 17,500 kg (38,580 lbs).
- Tejas MK1: The MK1 variant is powered by a single GE F404-GE-IN20 turbofan engine, which provides a maximum thrust of approximately 85 kN (19,000 lbf)
- Tejas MK2: The MK2 variant is expected to feature a more powerful engine, the General Electric F414-GE-INS6 turbofan engine, with a maximum thrust of around 98 kN (22,000 lbf).
- Avionics and Electronics:
- Tejas MK1: The MK1 variant is equipped with a range of avionics and electronics, including an advanced glass cockpit, Multi-Mode Radar (MMR), and advanced electronic warfare suite.
- Tejas MK2: The MK2 variant is planned to have upgraded avionics, including an Active Electronically Scanned Array (AESA) radar, advanced electronic warfare systems, and improved sensors.
- Payload and Armament:
- Tejas MK1: The MK1 variant has eight hardpoints for carrying various air-to-air and air-to-ground weapons, with a maximum payload capacity of around 5,300 kg (11,700 lb).
- Tejas MK2: The MK2 variant is expected to have an increased payload capacity, with the ability to carry a wider range of weapons, including air-to-air, air-to-ground, and anti-ship missiles.
- Tejas MK1: The MK1 variant has a maximum speed of Mach 1.6 (1,980 km/h or 1,230 mph) and a service ceiling of around 16,000 meters.
- Tejas MK2: The MK2 variant has a maximum speed of Mach 1.8 and a service ceiling of around 17,300 m (56,758 ft).
It’s important to remember that the Tejas Mk2 is still in the development stage, and as such, the above-mentioned parameters could change as the project moves forward.
Comparison between TAI T929 ATAK 2 and Apache AH-64
The TAI T929 ATAK 2 and the Apache are both advanced attack helicopters designed for military operations. These helicopters excel in providing close air support, conducting reconnaissance missions, and engaging enemy objectives precisely.
While the TAI T929 ATAK 2 is a newer entrant into the attack helicopter market, the Apache has established itself as one of the most commonly utilized and battle-tested attack helicopters globally.
In this comparison, we will look at many characteristics of these helicopters, including their performance, weaponry, avionics, and overall capabilities, in order to recognize their similarities and contrasts in performing their intended responsibilities on the battlefield.
TAI T929 ATAK 2
Turkish Aerospace Industries is developing a twin-engine, heavy assault helicopter called the TAI T929 ATAK 2. The helicopter is designed for attack, electronic warfare, and reconnaissance missions in all-weather environments in both day and night conditions. Some of the parts and subsystems created for the T129 and T625 Gökbey helicopter programmes will be used in the Atak 2.
The AH-64 Apache is an aircraft manufactured by Boeing Defence, Space & Security. It is a twin-engine, four-blade rotor helicopter mainly developed for close air support and anti-armour tasks. It has a tandem cockpit design, with the pilot in the back seat and the co-pilot/gunner in the front seat operating the armament systems.
The ATAK II, which made its maiden flight on April 28, 2023, is currently in development. It is projected that the Turkish Army will receive it starting in 2025.
The T929 helicopter is equipped with tandem seats, an asymmetrical weapons bay, a large capacity for ammunition, a low IR signature, a digital cockpit, ballistic protection, better avionics, and the potential to engage in electronic warfare and countermeasure operations.
To improve situational awareness and target acquisition, Apache has sophisticated sensor and avionics systems.
It has a target acquisition and designation sight called the “TADS/PNVS” (Target Acquisition Designation Sight/Pilot Night Vision System), which has the ability to see in the dark and track targets while also providing thermal imaging.
A forward-looking infrared turret installed on the helicopter’s nose will have target-tracking capabilities. The helicopter will also be equipped with electronic defences including heat-seeking missile jamming systems located on the tail and infrared/ultraviolet missile warning sensors.
The heavy-class helicopter can be used for close air support (CAS) operations, armed reconnaissance and surveillance, air-to-air combat, and air-to-ground warfare.
The TAI T929 ATAK 2 and the Apache are both attack helicopters designed for military purposes. Here’s a comparison between the two helicopters.
Armament: The T929 ATAK 2 is equipped with a 20mm chin-mounted cannon, air-to-air missiles, air-to-ground missiles, rockets, and guided munitions. While Apache AH-64E features a 30mm chain gun, air-to-air missiles, air-to-ground missiles, rockets, and other guided munitions.
Engine: T929 ATAK 2 is Powered by two TV3-117 turboshaft engines, each generating 1,864.25 kW (2,500.00 hp) of power. Whereas Apache is Powered by Two General Electric T700-GE-701C turboshaft engines, Each engine produces a maximum takeoff power of 1,890 shaft horsepower (1,410 kW).
MTOW: ATAK 2 has a maximum takeoff weight of 10,000 kg (22,046 lb) and can reach a maximum speed of 318 km/h (198 mph, 172 kn). Whereas Apache has a maximum takeoff weight of 10,433 kg (23,000 lb) and can reach a maximum speed of 293 km/h(182 mph, 158 kn)
cruise speed: ATAK 2 has a cruise speed of 314 km/h (195 mph, 170 kn). And for Apache, it has a cruise speed of 265 km/h(165 mph, 143 kn).
Service Ceiling: ATAK 2 has a service ceiling of 6,096 m (20,000 ft). While Apache has a Service Ceiling of 6,100 m(20,000 ft ).
The T129, which has a maximum cruising speed of 269 km/h, was also created by Turkey in collaboration with Italy AgustaWestland. The helicopter’s standard range is 561 kilometres, while its ferry range is 1,000 kilometres. It can rise at a speed of 14 metres per second.
Although smaller and less capable than the Apache helicopter, combat aircraft cannot compete with it in terms of operations. The T129 has a wheeled landing gear, a two-bladed tail rotor, a five-bladed main rotor, and an aluminium alloy frame.
Apache has a background. The AH-64 Apache helicopter, which was built in 1975 and has undergone a number of minor updates to improve its performance capabilities, is regarded as one of the best attack helicopters in history. This helicopter’s armour is capable of withstanding direct 23 mm bullet impacts. This helicopter’s rotor blades are also built to function well even after damage.
Many aerospace items, including fighter planes and training aircraft, were exclusively created in Turkey. The Turkish Air Force’s newest addition to its product lineup will be the T929 helicopter. After the testing of the T929, we will be able to determine whether it will surpass the fighting capability of the Apache. We cannot yet say which helicopter is the finest. But what is truly impressive are the efforts made by the Turkish aerospace industry.
Aircraft comparisons between the Chinese-built comac C919 and the Boeing 737 max 8
In this post, we’ll compare two narrow-body aircraft, one from the United States (the Boeing 737 Max 8 aircraft) and one from China (the Comac C919 aircraft), which was just domestically manufactured.
China is seeking a larger market to supply its aircraft to domestic and foreign customers. Eastern China Airlines has recently received delivery of its first aircraft. With regard to its Boeing 737 segment of aircraft, Boeing already holds the largest market share. Undoubtedly, if the Comac aircraft becomes widely used, Boeing may lose market share in China.
Let’s analyze the specifications of both aircraft.
The Boeing 737 MAX is the fourth generation of the Boeing 737, a narrow-body airliner manufactured by Boeing Commercial Airplanes (BCA), a division of the American company Boeing. The first MAX 8 was delivered in May 2017 to Malindo Air, which began using it on May 22, 2017. A MAX 8 carrying 162 passengers on a 3,000 nautical mile (5,600 km) flight is anticipated to burn 1.8 percent less fuel than an airplane with blended winglets.
Compared to the A320neo, the MAX 8 is heavier at takeoff and has a lower empty weight. During a test flight for Aviation Week, the aircraft was flying at a less-than-ideal height while cruising at a real airspeed of 449 knots (832 km/h) and weighing 140,500 pounds (63,700 kg). The Boeing 737 MAX 8 completed its first flight test in La Paz, Bolivia. The 13,300-foot altitude at El Alto International Airport tested the MAX’s capability to take off and land at high altitudes.
In early 2017, a new B737-8 was valued at $52.85 million, rising to below $54.5 million by mid-2018, and the latest version is having a 200 Seater variant under construction for Ryanair. With a 160-passenger capacity, the 737-8 has so far been the most popular model.
A narrow-body airliner called the Comac C919 was created by the Chinese company Comac, and it had its inaugural flight on May 5, 2017. Not early than 2022 or 2023 is anticipated for the first commercial deliveries of the aircraft to China Eastern Airlines. Comac had 1008 pledges as of the end of August 2018, including 305 firm orders, many of which came from Chinese leasing companies or airlines.
At Shanghai Pudong International Airport, the C919 successfully completed its first pre-delivery flight test. According to Comac, the aircraft successfully finished a three-hour test session on May 14, 2022. This year will see the delivery of the aircraft in the livery of the Chinese company OTT Airlines, a division of China Eastern. The aircraft was listed in May 2022 for 653 million yuan (US$95 million), nearly matching the prices of the Airbus A320neo and Boeing 737 Max rivals and more than double the earlier estimate of US$50 million.
The C919 has a lower maximum fuel capacity than the A320 and 737-800, As a result, the normal variant’s range is only 2,200 nm and the extended range variants is 3,000 nm, respectively. Because the C919 was built to accommodate more passengers than the Boeing 737-800 in a standard all-economy configuration, COMAC was able to expand the fuel capacity and, consequently, the range of the aircraft.
Here are some of the differences between the Boeing 737-8 and the Comac C919:
- Manufacturing: The Boeing 737-8 is manufactured by Boeing, a US-based aerospace corporation, while the Commercial Aircraft Corporation of China (COMAC), a Chinese state-owned aircraft manufacturer, the Comac C919.
- History: The Boeing 737 is a well-known aircraft model that has been in service for almost 50 years, whereas the Comac C919 is a newer aircraft that is currently in development.
- Size: The Comac C919 is slightly smaller than the Boeing 737-8, with a seating capacity of up to 210 people compared to the 737-8’s 174 seats.
- Range: The Boeing 737-8 has a range of about 6,570 km (3,550 nmi), whereas the Comac C919 has a range of about 5,576 km (3,011 nmi)
- Engines: The Boeing 737-8 is powered by CFM International LEAP engines, while the Comac C919 is powered by CFM International LEAP-1C engines.
- Cost: The Comac C919 is generally considered to be less expensive than the Boeing 737-8, with a list price of approximately $95 million compared to the $99.7 million list price of the 737-8.
- Orders: The Boeing 737-8 has over 5,800 orders from airlines all over the world, while the Comac C919 has over 800 orders.
- Customers: The Boeing 737-8 is used by various airlines, including several major worldwide carriers, but the Comac C919 is mostly used by Chinese airlines.
- Certification: The Boeing 737-8 has been certified by aviation authorities worldwide, including the Federal Aviation Administration (FAA) in the United States and the European Aviation Safety Agency (EASA), while the Comac C919 is still in the certification process.
- Performance: The Boeing 737-8 has a proven track record of reliability and performance, but the Comac C919 is still in the midst of demonstrating its potential.
|Length||129 ft (39.47 m)||127.6 ft (38.9 m)|
|Wingspan||117 ft (35.92m)||117.5 ft (35.8 m)|
|MTOW||182,200 lb (82,600 kg)||159,835 lb (72,500 kg)|
|Maximum Payload||46,040 lb (20,880 kg)||45,000 lb (20,400 kg)|
|Range||3,550 nmi (6,570 km)||2,200 nmi (4,075 km)|
|Cruise||Mach 0.79 (453 kn; 839 km/h)||Mach 0.785 (450 kn; 834 km/h)|
|Takeoff||8,300 ft (2,500 m)||6,600 ft (2,000 m)|
|Landing||5,000 ft (1,500 m)||5,200 ft (1,600 m)|
|height||40 ft (12.29m)||39.2 ft (11.95 m)|
Comparison between Dornier-228 v/s Indonesian N219
In this article, we’ll talk about two different types of airplanes: the Dornier-228 from India and the N-219 from Indonesia.
Indian Dornier-228 specification
The HAL Dornier 228 is a twin-turboprop utility aircraft that was created by Hindustan Aeronautics Limited (HAL), an Indian state-owned aerospace and defense firm, in collaboration with Dornier Flugzeugwerke, a German aircraft manufacturer.
The Dornier 228 is a versatile aircraft that can perform a number of tasks, such as passenger transport, transporting cargo, and conducting maritime surveillance. To support these diverse missions, it is outfitted with a variety of equipment and sensors, including radar, a searchlight, and a forward-looking infrared (FLIR) camera.
The first Dornier 228-100 entered service in Norving’s fleet in July 1982 after being developed in the 1980s. It is currently in use by numerous military and civilian operators all over the world, including the Indian Coast Guard and the Nepal Army. The Dornier 228 has a maximum seating capacity of 19 passengers and a ferry range of about 2,363 kilometers.
Indonesia’s N219 specification
Let’s speak about the N219 aircraft, which is a new generation multi-purpose aircraft with the largest cabin cross-section in its class, a proven and efficient engine, a modern avionics system, fixed tricycle landing gear, and a wide cargo door to make changing aircraft configuration easier. As a result, N219 Nurtanio is designed to give operators with technical and economic benefits.
The Indonesian N219 is a regional turboprop aircraft being developed by Indonesian aircraft manufacturer PT Dirgantara Indonesia (PTDI). It is intended to replace Indonesian airlines’ outdated fleet of Fokker 27 and Fokker 28 aircraft. The N219 has a ferry range of around 1,533 kilometers and it has a seating capacity of around 19 to 21 passengers.
The N219 project began in 2015, and the prototype debuted on 16 August 2017. It is anticipated that the aircraft, which is now in the testing and certification phase, would soon begin flying for Indonesian airlines.
This aircraft may be employed for a variety of missions, including passenger and troop transport, freight and medical supplies, surveillance, and patrolling.
The selling price of N219 aircraft, according to PTDI’s Production Director, Arie Wibowo, is in the region of US $ 6 million per unit, or roughly Rp 81 billion.
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