Aerospace
Russia might pick COMAC if there are no western aircraft?
- Russia facing shortage of parts without the necessary technical assistance, Airbus and Boeing aircraft may not be usable and will remain on the ground.
- Russia will turn to China for new economic alliances as a result of its growing isolation from the West.
- Russia has historically competed fiercely with western nations, but it has tried to develop its own, reliable products.
Russia has experienced a significant halt in using any product made in the West as the invasion of Ukraine continues. Because they don’t have any service or parts support and all the items are useless to them, Russia may be under pressure to use any aviation aircraft.
However, according to a recent source, they have a great buddy in China who may assist Russia in producing products for western aircraft. However, as this assistance may not be long-term reliable, Russia may need to consider purchasing new aircraft, either domestically produced or imported. so that it might select a comac C919 Aircraft made in China.
According to a source, Russia is now using 17% domestically constructed aircraft, but the majority of airlines rely on foreign aircraft made by Boeing and Airbus. however, without the necessary technical assistance, these aircraft may not be usable and will remain on the ground. However, given the current circumstances, Russia might opt for another aircraft.
There has been a slight comeback, and there are numerous successful tales of Russia that demonstrate the strength of its aviation products, which are best known for their use in defence products and other products like the Sukhoi Superjet 100, which is a regional jet. The Irkut MC-21, a narrow-body aircraft, is expected to become the nation’s first serious competitor to the Airbus A320 and Boeing 737 later this year.
Russia will turn to China for new economic alliances as a result of its growing isolation from the West. An excellent example is the aviation industry, which has been severely harmed by sanctions and is forced to intensify its cooperation with its significant neighbor to the East.
If they decide on the Comac C919 aircraft, it will be harder for Russia because the majority of Comac’s components were made in the West. The engine is currently a CFM International LEAP-1C. Developing a Chinese engine to replace the CFM Leap-1C would take at least another 10 years. The majority of the avionics subsystem and other companies are Western-developed.
Currently, no Russian companies have placed any orders for Comac, but if the Comac C919 begins to deliver positive results, they may do so in the future. Even if they do so, it will be difficult for China Comac to satisfy the demands. It must have the supplier’s consent before selling aircraft. Russia may then decide to fund and participate in the development of the Comac C919 aircraft.
Russians are experts in some aeronautical terms, yet even they criticize western nations. However, the circumstances might push them to create their own, and now China might also join the project. However, if the two nations join forces and begin developing aircraft, it will be more difficult for western nations affected by aircraft orders. If the difficult scenario persists, Russia will have to put in a lot of effort and develop new products to meet its need for airlines.
Please share your thoughts with us about Russia’s position concerning Comac aircraft.
Aerospace
Which is bigger 777x or 787 aircraft ?
The 777X is a new series of the Boeing 777 family and is designed to be larger and more efficient than its predecessor. It features two variants: the 777-8 and the 777-9, being the larger of the two.
The Boeing 777X emerges as the larger sibling within the Boeing family, representing a significant leap forward in both size and efficiency. Comprising two variants, the 777-8 and the 777-9, the latter takes the crown as the larger of the two. With its expansive fuselage and impressive wingspan, the 777X is tailored for long-range journeys and boasts a substantial passenger capacity.
On the other hand, the Boeing 787, affectionately known as the Dreamliner, occupies a niche in the market as a smaller yet formidable aircraft designed for medium to long-range flights. Its distinguishing feature lies in its composite fuselage, a technological marvel that renders it lighter and more fuel-efficient compared to conventional aluminum counterparts. The Boeing 777X is larger than the Boeing 787 aircraft.
When it comes to passenger capacity, the 777-9 reigns supreme, typically accommodating a sizeable contingent of 400-425 passengers in its standard configuration. In contrast, the 787, with its more modest dimensions, typically carries between 240-290 passengers, depending on the variant and layout.
One of the remarkable innovations introduced with the 777X is its folding wingtips, a feature designed to address the logistical challenges of accommodating such a large aircraft in conventional airport gates. These folding wingtips enable the 777X to retract its wings, allowing it to fit into gates designed for smaller aircraft while still reaping the benefits of an extended wingspan during flight, thereby enhancing fuel efficiency and operational flexibility
Aerospace
China Secures Production Certificate for Mass Production of Pilotless eVTOL Aircraft
The first passenger-carrying pilotless electric vertical takeoff and landing (eVTOL) aircraft in the world, the EH216-S, has received the Production Certificate for its eVTOL aircraft from the Civil Aviation Administration of China (CAAC).
This is a significant milestone for EHang Holdings Limited, the leading UAM technology platform company in the world. This outstanding accomplishment is another big step towards mass manufacturing for the eVTOL aircraft and the ensuing commercial operations, building on the ground-breaking acquisition of the Type Certificate and the Standard Airworthiness Certificate for the EH216-S.
The PC is a crucial certificate that the aircraft maker receives from the CAAC, the country’s aviation authority. By obtaining this certificate, EHang has demonstrated that it has set up a quality management system for mass production that satisfies the airworthiness regulation standards set forth by the CAAC, and the company has been given permission to continue producing mass quantities.
It is also a strong guarantee of the calibre of the goods made by EHang. Raw materials, supplier management, manufacturing organisation, production quality control, aircraft pre-delivery test, after-sales repair and maintenance, etc. are all included in the mass production quality management system for the EH216-S.
To ensure that every aircraft and its components that roll off the production line strictly adhere to the approved type design and safety requirements, the system sets clear guidelines and documentation for every step in the production procedure. This ensures comprehensive traceability and safety control.
Aerospace
Four Airbus A380 Superjumbos lined up to be scrapped
In a strategic move aimed at reclaiming valuable resources from the iconic Airbus A380 aircraft, VAS Aero Services and Dr. Peters Group have announced a significant collaboration.
This partnership marks a milestone in aviation logistics and aftermarket services, with four of these colossal planes slated for teardown and redistribution of used serviceable material (USM).
The venture between VAS Aero Services, renowned for its expertise in aircraft dismantlement, and Dr. Peters Group, a prominent Germany-based investment fund management firm, underscores a commitment to sustainable aviation practices. This isn’t their first foray into scrapping A380s; their successful partnership has already seen the dismantlement of these aircraft, making them pioneers in this niche.
Under the agreement, the latest consignment brings the tally to eight A380s entrusted to VAS by Dr. Peters Group. Managing Director Christian Mailly of Dr. Peters Group emphasized the trust placed in VAS, citing their unparalleled capabilities in dismantlement and aftermarket sales network. It’s a strategic move in response to the growing demand for quality USM parts, particularly with the resurgence in reliance on the A380.
Notably, the teardown process will be carried out at various locations, optimizing the positioning of harvested parts to cater to different markets. While some parts will be positioned in Europe to support operators in the region and the Middle East, others will remain in the Asia-Pacific region. This meticulous strategy ensures efficient access to spare parts, benefiting MROs and airlines across these markets.
The decision to retire these A380s comes at a time when operators are reassessing fleet strategies amidst evolving market dynamics. Despite initial plans for quick retirement due to the emergence of more fuel-efficient alternatives, factors such as a rebound in long-haul demand and delays in new widebody deliveries have prompted operators to reconsider. The A380, with its unique capacity and capabilities, presents a practical solution for short-term capacity management.
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