The —225 single-aisle, twin-engine trunk airliner is the latest upgraded version of China Tengfei’s —220 series airliner, and its targets are Boeing 737MAX and Airbus’ A320neo, two new single-aisle trunk airliners for the 2020s.

Because of this, its own performance is also very powerful.

Its fuselage length is 42.2 meters, its wingspan is 36.4 meters (it adopts foldable shark fin winglets, and its wingspan after folding is 33.8 meters), and its height is 12.3 meters.

The width of the fuselage is 3.92 meters, and the width of the cabin is 3.7 meters.

The maximum take-off weight is 80 tons.

The maximum practical ceiling is 13500 meters.

The maximum range is 6300 kilometers.

The maximum cruising speed is Mach 0.86.

The maximum number of passengers is 220.

Two NB-plus-1A aero engines jointly developed by China Tengfei Aero Power and Aero Engine Corporation are used.

The engine has a maximum thrust of 14.5 tons.

The blade diameter is 1.98 meters.

Bypass ratio 11:1

Weight ratio 40:1

Weight 3.15 tons.

Fifteen thousand hours between overhauls.

Its comprehensive performance is basically the same as that of the LEAP-1 series of large bypass ratio aeroengines jointly developed by GM and Safran, and even slightly exceeds it in some aspects.

The most important thing is the price. The lowest preferential price for a single LEAP-1 series large-duct ratio aero engine is 850,000 US dollars, which usually fluctuates around 120 US dollars.

The domestic purchase price of the NB-plus-1A high bypass ratio aeroengine is only 2.4 million RMB, which is only a fraction of the LEAP-1 series high bypass ratio aeroengine.

Relying on its excellent performance and high-level aero-engines, the -225 single-aisle twin-engine mainline airliner has become a strong competitor of Boeing 737MAX and Airbus' A320neo once it came out.

Especially in the domestic market, the market share is as high as 55.8%.

After the Boeing 737MAX accident, the domestic market share of the -225 single-aisle twin-engine mainline airliner further increased to 84.6%, almost monopolizing the domestic market.

If China Tengfei hadn't had to prove that the domestic aviation market is open, transparent, and market-oriented, Airbus' poor market share would have been swallowed by China Tengfei.

Of course, this matter is almost on the agenda of China Ascendas, because after several rounds of competition with Boeing, China Ascendas found that these aviation giants belong to the kind of goods that are rushing to go backwards.

If you give him a market, he thinks you are a charity and ignores your request, so he simply cuts off the market in this area. Anyway, China’s finished aircraft cannot be exported to the United States, so why let your Boeing 737 come in? Isn't there any in the country?

Of course, if Boeing agrees to open up the US market and allow the -220 series airliners to enter smoothly, that would be fair.

The same goes for Airbus in Europe.

So currently Ascendas and Boeing are stuck in mutual market access. Even though Boeing has made a lot of efforts on the 737 issue and even guaranteed to put the industrial chain in China for the next 20 years, China Ascendas will not let go.

There is no way, who makes life difficult for Boeing now.

There is a surplus of aviation products in the world, but the country is thriving. If you can’t make a difference in the domestic market, whether it’s Airbus or Boeing, the financial statements can only fall like mercury. No CEO has such a big tolerance.

So this time the European Airbus has learned its lesson. Whether it is allowed to enter or not is another matter. First, the landing permit for the take-off aircraft will be dealt with.

That is to say, -220 series passenger aircraft can carry out commercial aviation business in most major airports in Europe, which greatly expands the business space and influence range of Tengfei series products.

At least in theory, there is no operational problem for European airlines to purchase Tengfei products.

Based on this, Airbus' domestic market share is very strong this time. Of course, these alone are not enough. If the market access is not confirmed each other, it will be a matter of time before Tengfei and Airbus turn against each other.

In addition to civil aviation, the -225 single-aisle twin-engine trunk airliner is also favored by the military.

The Air Force, in particular, purchased 36 aircraft in one go, of which 6 were converted into strategic reconnaissance aircraft, capable of intelligence collection, electronic reconnaissance, and, if necessary, targeted electronic jamming missions.

Eight were converted into early warning aircraft, equipped with the latest Air Police-500 phased array early warning radar, and became the main force of the Air Force's combat command and long-range early warning.

Ten of them were refitted into special air refueling aircraft, but unlike traditional air refueling aircraft, the newly refitted model also has the function of air transportation, and can even be used as a special plane for political dignitaries in an emergency. It can be said that one machine has multiple types typical representative.

Twelve are used for the modification of other special operations aircraft, such as electronic warfare aircraft, psychological warfare aircraft, communication support aircraft, emergency command aircraft and so on.

Not to be outdone, the navy ordered 24 aircraft, all of which were converted into anti-submarine patrol aircraft.

Of course, the navy and air force can also order more, especially the aerial refueling aircraft and early warning aircraft, which are still a little less in number. The problem is that the -225 is not the end of China's take-off of civil airliners, but its starting point.

Because the -225 stretches the fuselage to 58 meters and has a wingspan of 60 meters. It uses two turbofan engines with a thrust of 32 tons and a large bypass ratio. The maximum take-off weight reaches 240 tons and the range exceeds 10,000 kilometers. The first prototype of Tengfei has rolled off the assembly line in China.

Compared with the small body of the -225, the -240 meets the special requirements of the large navy and air force.

After all, three early-warning aircraft modified from -225 need three to meet the 24-hour patrol and early warning in North China. If it is replaced with -240, only two are needed to meet the high-altitude early warning and patrol missions of most of China.

Based on this, in a sense, the navy and air force's purchase of -225 for special aircraft modification is just an emergency measure. Only when the -240 is in place, is the time when the navy and air force really break out.

Of course, UU Reading www. uukanshu.com There is still a period of time before the outbreak of big guys like -240. Before that, the navy and air force have already blown out in terms of fighter jets.

Needless to say, the Air Force's No. 20 project, the Navy's FC-23A has also been replaced with a complete fourth-generation FC-23C carrier-based aircraft in recent years.

Compared with the FC-23A, the FC-23C not only has a built-in bomb bay, but more importantly, it uses a new type of aviation stealth composite material.

Its biggest feature is that it can maintain normal radar low detectability in high-salt and high-humidity sea and air environments, and there is no complicated post-maintenance.

This is tantamount to a boon for the carrier-based aviation who floats on the sea all day long and has a small space for maintenance.

But for the domestic gospel, for some places, it was a bolt from the blue.

You must know that the F-35 in some places did not even see a shadow, and the Navy’s fourth-generation aircraft began to fly around. The pressure is not to mention. Thinking about it, it will be terrible, but there is nothing to do. Even if you add money, the US defense suppliers only have one sentence: production capacity is limited!