Comac C919

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Apr 4, 2015

First C919 engine arrives »AirInsight
COMAC and CFM International celebrated delivery of the first LEAP-1C engine for the C919 prototype yesterday. The second Leap-1C engine is expected to be delivered to COMAC in August.


Primul prototip:


Sursa foto: PICTURES: C919 takes shape in Shanghai - 3/3/2015 - Flight Global
turbinele astea sint pentru modelul 101 ... toate sistemele trebuiesc livrate pina in oct15 - pentru a permite finalizarea asamblarii pina la sfirsitul anului. dupa care ai 3-4 luni de pre-flight testing. luna viitoare trebuie sa inceapa asamblajul modelului 102 - cel ce va suferi testele structurale.
deci, primele zboruri, pe la sfirsitul primului trimestru al lui 16...
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pina acu' cred ca MC21 (Yak242 cum se zvoneste ca-i va fi numele din buletin) a acumulat ceva intirziere. Chinezii sint foarte disciplinati: deh, sarcina de partid si de stat.
.... Chinezii sint foarte disciplinati: deh, sarcina de partid si de stat.
:) Asa e, numai sa reuseasca sa-l si certifice in timp util, ca sa nu spunem si sa-l faca sa zboare (ca, pana la urma, asta ar fi primul lor avion de pasageri).
Cert e ca la partea de motorizare (dar si mare parte din sisteme) ambele par a fi asigurate. Sa vedem MAKS 2015 ce ne mai aduce.
O stire recenta:
The first prototype of the C919, to be used for test flights, will roll off the assembly line on Nov 2 at COMAC's Shanghai factory... It will take months of static testing on the ground before it will be tested in flight.
COMAC developing wide-body jetliner - China -

In ceea ce priveste ARJ21:
China's first domestically designed passenger jet will be delivered without U.S. certification, a potential dent to both the aircraft's international credibility and to joint safety efforts by Chinese and U.S. regulators. The plane will fly without U.S. Federal Aviation Administration (FAA) certification despite a five-year effort to have the FAA endorse CAAC's certification procedures....

An FAA type certificate would have boosted the reputation of the airplane's developer Commercial Aircraft Corp of China (Comac) and cleared the way for the plane to be sold and operated globally - though expectations for foreign sales had been low. Without it, the aircraft can operate only in China and some Asian, African and South American countries that recognize the CAAC's certificate.

.... the FAA said the ARJ-21 was never intended to be certificated by the FAA under the shadow evaluation process, and Comac planned a derivative model of the plane to comply with FAA standards. Also, the FAA said it could certify an airplane after it enters service if it can be shown to comply with all relevant airworthiness and manufacturing standards.

Comac could eventually ask the European Aviation Safety Agency (EASA) to certify the ARJ-21 once it has been delivered, and ask it to help with the C919 as well, the people familiar with the program said. "We don’t know if and when the Chinese authority will apply to us for a certification," an EASA spokesman said.

Exclusive: China-made regional jet set for delivery, but no U.S. certification
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Nu are legatura directa, dar, pentru industria chineza e un eveniment:
Comac has delivered the first ARJ21-700 to launch customer Chengdu Airlines.
Bearing MSN 106, the aircraft took off from Shanghai Dachang airport on 29 November, and made a 2h 48min flight to Chengdu Shuangliu airport, where it was welcomed by a traditional water cannon salute.
Sursa plus PICTURES: Chengdu Airlines takes delivery of first ARJ21
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A Tarnished Turboprop Clouds China’s Aviation Dream

By DANIEL STACEY in Kawthaung, Myanmar, and CHUN HAN WONG in Beijing
Updated March 20, 2016 9:26 p.m. ET

In June 2013, Myanma Airways Flight 309 veered off a runway in Kawthaung, Myanmar, with 60 passengers aboard and hit a wall. Myanmar’s investigation concluded the brakes and steering failed after a hydraulic-pressure drop.

Myanmar that year banned the plane, a Chinese-made Modern Ark 60 turboprop, from its airspace. Flight 309’s hulk still sits by the runway.

The day of that incident, another MA60 crash-landed in Kupang, Indonesia, injuring five. Bolivia, the Philippines and others have had MA60 accidents and grounded planes. Tonga grounded its MA60 after pressure from New Zealand, which warned its citizens not to fly in it.

China hopes soon to start exporting two new jetliners, part of its goal of securing a bigger place in global aviation and competing with giants such as Boeing Co. and Bombardier Inc. Looming over its plan is the turboprop that was supposed to be a steppingstone into foreign markets, the MA60, seating up to 60.

A Wall Street Journal examination of the MA60, the first Chinese-built airliner with sizable overseas sales, found a pattern of safety problems involving landing-gear malfunctions, braking failures and steering loss, and a track record of multiple other mishaps. Some caused injuries; one killed 25.

Fewer than half the MA60s exported since 2005 appear to be still flying abroad, according to the Journal examination of accident reports and databases, airline and government statements, media accounts, and interviews with regulators and operators.

Of the 57 MA60s the manufacturer said it had exported as of January, at least 26 were put in storage after safety concerns, maintenance problems or other performance issues, the Journal calculated. Six others were deemed damaged beyond repair, or 11% of the foreign MA60 fleet.

A comparable plane, the European-made ATR-72—Myanmar and Tonga switched to it from their MA60s—has seen 3% of its fleet of 835 damaged beyond repair in its 26 years in service, the Journal calculated . . . .

China will need confidence in its regulator when it markets its new jets. Neither jet has U.S. or European certification, so China can’t sell them in much of the developed world. It must persuade operators elsewhere its CAAC (Civil Aviation Administration of China) can provide oversight of the planes.

One is China’s first homemade commercial jetliner, the ARJ21 seating up to 90, slated for commercial debut this year. The other, the C919 seating up to 174, is at least two years from delivery. Both are built by state-owned Commercial Aircraft Corp. of China, or Comac, of which AVIC is a major shareholder. The jets are expected to have lower price tags than Western rivals’.

The CAAC certified the smaller jet in 2014, a process the U.S. Federal Aviation Administration observed. The FAA last year said it never intended to certify the ARJ21 as part of the process and would consider approving it after Comac upgraded it to Western standards, adding that Comac planned a derivative model complying with FAA standards.

The CAAC has said it also plans to seek FAA certification for the larger jet . . . .

China’s global-aviation efforts since have been mixed. China in 1970 began developing a jetliner seating up to 178, later abandoning the program after deeming the jet uneconomical. A small utility turboprop developed in the 1980s won FAA approval and flies in a number of countries. China removed the Y-7 from commercial service after a crash in 2000 killed 49. In 1988, Xi’an started developing a new Y-7 variant. The FAA in 1995 agreed to evaluate the CAAC’s certification process of that plane, a step toward potential U.S. approval. The FAA said that “this evaluation was stopped in mid-1996 after the applicant terminated the Y-7 certification program after design deficiencies were identified.”

That plane later evolved into the MA60, which Xi’an started delivering to Chinese carriers in 2000. In 2002, one operated by state-owned Wuhan Airlines belly-landed after its crew forgot to lower its gear, state-run Xinhua News Agency reported last year.

After the crash, Wuhan and other Chinese customers stopped operating the MA60 and canceled orders, with one of them citing the MA60’s subpar performance and poor profitability, Xinhua reported . . . .

Sursa: A Tarnished Turboprop Clouds China’s Aviation Dream
Incredibil cata tehnologie au furat chinezii. Pur si simplu este infiorator.
@bv01 - nu au furat atita cit li s-a dat ... Rockwell Collins pt. avionics; motoare CFM LEAP; o cooperare cu nabadai pentru a creea un flightdeck comun cu Bombardier C-Series (care pina la urma nu s-a realizat, dar din care chinezii au invatat multe)...
Faptul ca Airbus produce din 2008 A320 la Tianjin a fost si el un cadou. Nu degeaba are 919 cam aceeasi capacitate pax si acelasi cargo-hold ca si A320neo ...
Nu au avut nevoie sa fure: s-au servit din ceea ce li s-a pus la dispozitie.
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Dacă vor dovedi că-s la fel de fiabile ca MA600/MA700 atunci n-ai să le vezi prin Europa. Dacă însă se vor dovedi fiabile atunci îți dai seama că prețul va decide.

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