Yes, when the Air Force and the headquarters found that the funds were in place, China took off with amazing efficiency. I didn't say anything but I was very happy in my heart.

　　 You must know that the cost is not only money but also time, and even later, the time cost is much higher than money.

　　 This is also the reason why some bigwigs often think that "the problem that can be solved with money is not a problem".

For the Air Force and the headquarters, the time cost is much higher than the money in hand. After all, the domestic economic development does not wait for people. What's more, as the best destination for industrial transfer in developed countries such as Europe and the United States, China will inevitably usher in the future. A period of rapid economic growth.

　　 Especially after joining the World Trade Organization has become a high probability event, this expectation has become more apparent.

　　Want to protect the hard-won achievements of economic development and maintain domestic security and stability, it would be difficult for troops to ensure their independence if they did not solve the current severe security problems.

　　Because of this, the Air Force and the headquarters are very eager to obtain target instructions and command and control systems as soon as possible, so as to organically integrate the combat forces of the entire Air Force and realize the vision of air and space integration and both offense and defense.

As for the demands of the Air Force and Headquarters, China's take-off is still very well understood. Because of this, China's take-off is not high enough to surpass its own technical level in constructing a target instruction and command and control system. It is very tall and extremely large in the eyes of the outside world. Most architectures use mature technologies, and even lower technical requirements in some aspects, and there are some shortcomings.

　　 For example, the Yun-33 early warning aircraft using the balance beam system.

　　 Although it is several grades stronger than the TRJ-500 radar modified with the MiG-31 airborne radar, it can be regarded as a real early warning aircraft.

　　 But Yun-33 early warning aircraft and the E-2C "Eagle Eye" carrier-based early warning aircraft of the same level, there is still a big gap in terms of independent operations.

　　 At the very least, the E-2C "Eagle Eye" carrier-based early warning aircraft can be guided away from the ground, and command each batch of fighters in the air to conduct air defense interception, ground and sea attacks.

Although the Yun-33 early warning aircraft can also do this, both the guided and commanded batches and the number of incoming targets are much worse than the E-2C "Eagle Eye" carrier-based early warning aircraft. That's all, the key The transmission efficiency of the ZBF-18 data link developed by China Ascendas United Electronic Technology X Research Institute carried by the Y-33 early warning aircraft is not high.

　　 There is no way. The original design requirements of this satellite-to-satellite data transmission system born out of the "Skylink" project did not have high efficiency.

　　 After all, the satellite-to-satellite transmission is nothing more than simple position information and adjustment instructions, which can only break the sky by 300KB.

　　 When it comes to the early warning aircraft, it often has to process hundreds of batches of data, track more than a dozen of the most threatening targets, and need to maintain close contact with the fighter aircraft and the rear, which leads to a sharp increase in transmission volume.

If the Y-33 early warning aircraft is built according to the most ideal plan, the performance should at least be at the same level as the E-2C “Eagle Eye” carrier-based early warning aircraft. The problem is that the E-2C “Eagle Eye” carrier-based early warning aircraft is at the same level in terms of performance. The Link-16 data link has a transmission efficiency of 2MB per second and a range of over 900 kilometers.

The ZBF-18 data link used by 　　Yun-33 early warning aircraft has a transmission efficiency of only 720KB per second, and the distance between left and right is only 320 kilometers.

　　 The overall performance is not even half of the Link-16 data link on the E-2C "Eagle Eye" carrier-based early warning aircraft.

This will suffer in the complicated air operations. In order to solve this problem, China Ascendas, based on the actual situation of the domestic air force relying on ground guidance, installed a set of confidential communication systems on the Yun-33 early warning aircraft. Formation and multi-batch guidance, the Y-33 early warning aircraft will activate this communication system to form a search and guidance air situation network with the long-range radar and command system on the ground.

　　 At this time, the Yun-33 early warning aircraft is not so much an early warning aircraft, as it is an air situation radar flying in the air.

Similar situations exist more or less on special support aircraft such as Yun-31, Yun-32, and Yun-34. Only the Yun-17X medical ambulance machine fully meets the theoretical requirements and has become one of the few that can take off in China at this stage. A complete body that can be obtained.

　　 But this is the case. These aircraft not only solve the problem for the Air Force that lacks similar equipment, but also really steadily improve the combat effectiveness of the Air Force by a large margin.

Or take the transport-33 early warning aircraft, although it can only incarnate an air-based radar in large formations and multiple batches, it does not mean that the transport-33 early warning aircraft is really useless. The transport-33 early warning aircraft can still deal with more than ten. The batch of most threatening targets provide first-hand information and give priority to commanding own fighters to intercept or attack.

This is absolutely absent in the previous Air Force combat sequence, and this is definitely a huge improvement for the Air Force. At least it is better than the TRJ-500 radar warning aircraft, which only finds out that there is no command and guidance system for amateur players. many.

　　 Besides, the batch of Yun-3X special support aircraft developed and produced by China Ascendas is not the whole group, and there is still a lot of room for improvement from the platform to the related technology.

　　 In fact, in the plan submitted by China Ascendas to the Air Force and headquarters, the carrier platform of all special support aircraft is not the current TRJ-700 regional airliner, but a new generation of TRJ-900 regional airliner.

　　 This is a model between TRJ-700 and -2000.

　　 The maximum take-off weight is 51.2 tons, the maximum number of passengers is 124, and the maximum range is 4,627 kilometers ~ lightnovelpub.net ~ practical ceiling of 13,000 meters.

Two WD-64ML turbofan engines with a thrust of 10.5 tons are used, and the layout uses under-wing hanging instead of the aerodynamic solution hanging at the tail like the TRJ-700. This makes the TRJ-900 even better. Close to the mainstream aerodynamic layout of today's civil aviation aircraft.

It is said that it is a regional airliner because the main structural parts of the TRJ-900's fuselage, landing gear, wings, etc. are all enlarged on the basis of the TRJ-700 regional airliner, and focus on comfort and range. Subversive improvement, so it can be used as a replacement model of TRJ-700 to perform medium-range passenger transport tasks.

However, in addition to the attributes of the regional passenger aircraft, the range of more than 4,500 kilometers, more than 100 seats, and a more comfortable riding experience are sufficient to perform trunk flights of more than 1,500 kilometers, especially from North China to East China, East China to South China, South China to Southwest China, and Southwest China. TRJ-900 can be easily upgraded to North China, which are the classic popular main routes of about 2000 kilometers. What is more important is the lighter body and the more fuel-efficient engine. Compared with TRJ-900 Lower operating costs for Boeing 737 and Airbus A320.

　　Because of this, once the TRJ-900 regional \\mainline airliner is fully mature and put into operation, it will not only become the terminator of Bombardier Embraer’s regional airliners, but also the most powerful competitor of Boeing and Airbus.

　　Https://

Please remember the domain name of this book's first publication: Mobile version reading URL: