Is Airbus of the same weight better than Boeing?

In 1950s, Boeing took the Boeing 707 long-range jet as an opportunity to oust Douglas from the throne.

It was shot down. Douglas never recovered, first being merged by McDonald's, and finally falling into the hedge of feuding Boeing.

Go down. After the thrilling and successful launch of Boeing 747, Boeing has undoubtedly ascended the throne of the world's civil aviation aircraft.

After the setback from comet jet to Concorde supersonic airliner, the European aviation industry is a straggler.

Learn from a painful experience and unite to form Airbus. The story of Airbus is full of foresight, ambition, hardship and bitterness. Airbus

A300 occupied the short-distance wide-body market, A320 occupied the narrow-body market and occupied the bridgehead. Subsequently, Airbus began to

The long-range wide-body throne launched an attack, from A330/340 to A380, advancing wave after wave, attacking the city and plundering the land. Boeing 777,

787 and "Advanced" 747 launched an imperial counterattack, and Airbus further launched the A350. The fighting is getting fiercer and fiercer,

Who will win the battle is still unknown. But the result of this war will affect the direction of the civil aviation industry in the next 30 years.

When brewing the A300, Airbus has done a lot of pre-research on the model and future development of the A300. Does the pre-research plan not

There are two-engine medium-range models, which are used for short-distance and large-flow routes; There are also four remote models to replace the entrance and exit.

Boeing 707 and DC-8 in service. After careful study, Airbus decided that the initial entry point was short-haul and high-traffic routes.

This is in line with the characteristics of the European market: there are many big cities, strict requirements for noise and pollution control, short route distance and convenient navigation.

Short shift change time. There is also a great demand in the North American market. Finally, a wide-body double-gallery double-engine B 1 scheme with moderate fuselage length is proposed.

Was chosen as the final A300. After the initial success of A300, Airbus introduced A3 10 with shortened fuselage to meet customers.

A slightly smaller route. In the future, the A300 has also added an extended A300-600. Airbus then flew to the smaller Boeing 737, DC-9.

This is the very successful narrow-body single channel A320.

The predecessor of Boeing 707 charges 80

Airbus's dream of four long-range passenger planes has not disappeared, but the difference lies in the earlier development of the follow-up aircraft Harmony of the dual-engine A300.

Boeing 767 competes, or first develop four large long-range passenger planes. In 1980s, twin-engine passenger planes were still influenced by ETOPS(Exte).

Nded double-engine operation (meaning double-engine operation) is restricted by rules and cannot be far away from the whole route.

Any alternate airport is more than 60 minutes' flight time to avoid landing safely when a single engine fails.

The transoceanic route in the Pacific Ocean must use four engines. Besides good reliability, the fourth engine does not need excessive spare thrust.

To ensure that the single engine can still take off and land safely when it fails. For example, each four-engine engine only needs 33% spare.

Thrust can be used to make up for the thrust loss when the single engine fails, while the double engine needs 100% spare thrust to make up for it. this

If the extra thrust is not used, it is a waste in weight, fuel consumption and windward resistance. So in a sense,

In a sense, the lack of fuel consumption, resistance, weight, complexity and cost of the fourth engine is caused by the decline in reserve thrust demand to some extent.

Make up for it, so it's not useless North American airlines strongly prefer fuel-efficient twin engines, Asia Pacific Airlines.

The company strongly prefers long-range and medium-range all-inclusive four engines, while European airlines are riding a wall. They are ambiguous about both, Airbus.

This is a dilemma.

The turning point appeared in Jean Radell, the chief designer of Airbus, who proposed to use the same wing and fuselage and adapt to two engines.

According to the requirements of the four engines, the position of the inner engine is fixed, and the outer engine of the four engines is unloaded for the wing to adapt to the increased flight.

Machine weight. The idea is not as simple and natural as it seems. Due to the aerodynamic influence of wing design on the whole aircraft

It will determine the manufacturing cost and operating efficiency of the aircraft. For a long time, wings were designed for flying.

Machine customization. Radell's wing was put forward on the basis of a complete understanding of aerodynamics and structure.

Yes, it greatly saves the cost of engineering development and shortens the total development time. So Airbus decided to use the fuselage used by * * *

And there are two and four engines at the same time. Rod's wing is also unique in aerodynamic design.

At the thickest place, a thin gap was later opened to allow the high pressure generated by the shock wave front on the upper surface of the wing to pass through.

The tunnel gap is released to the front low pressure area, which weakens the role of shock wave and reduces the loss of lift and resistance.

At the same time, the flap of the wing can retreat in flight to change the chord length and cross-sectional shape of the wing. According to the atmospheric state,

Load and fuel consumption, optimize the position where lift is generated, and achieve the effect of "task adapting to wing" with relatively simple technology.

Fruit. In order to meet the needs of the heavier four-engine A340, the main landing gear is under the fuselage except for one pair on both sides of the fuselage.

I added another pair. For the lighter twin-engine A330, the middle landing gear is not needed, so this space is used.

As an extra fuel tank, it carries more fuel. With the passage of time, the design goal of A340 has also improved, and it is no longer replaced by waves.

Telephone 707 and DC-8 are the targets, while DC- 10, L-101and the more advanced MD- 1 1 are the targets. The fourth engine starts first, which is life.

It's called A330, and it was launched a year later. It was named A340. However, the marketing department of Airbus strongly opposes such nomenclature, saying

If 330 is four shots and 340 is two shots, it will definitely confuse the public, so let's keep it in chronological order.

Naming convention, the last two engines are named 330, and the first four engines are named 340. Both of them are in Paris 1987.

At the air show, it was officially announced that the A340 started flying in 1993, and the A330 also started flying in 1994. A3

The 30 and A340 are operated by telex from A320, and the operation between the three models is exactly the same, so the pilot does not need extra.

Training can directly operate different aircraft, which greatly saves the time and money for pilot training for airlines and becomes

A big selling point of Airbus. A330/340 and 320 also form a complete product line, which is unified for airlines.

Airbus products provide conditions. After the introduction of the basic models, both A330 and A340 have introduced extended range models, extended range models and cargo planes.

Type, etc. To meet the broader market demand.

There is another interesting episode in the story of A330/340. Douglas has been robbed of the first plane by Boeing with a 707, and one

It has never turned over in the civil aviation market. In 67, it was merged by MacDonald, a rising star after World War II, and formed into Mai.

Tao. However, this combination has not brought new vitality to Douglas' civil aircraft, and the DC series passenger aircraft is still deteriorating. To 80

In the 1990s, McDonnell Douglas flirted all over the world, looking for partners, including Airbus. McDonnell Douglas swam hard.

It is said that the main scheme for Airbus member countries to deal with "Seattle Bear" in partnership is to use MD.

The fuselage of-1 1 and the wing of A300 are used to launch a double-engine wide-fuselage passenger plane. This new plane has a name, AM300. but

Airbus and McDonnell Douglas have their own ghosts. No matter whether they are three or two engines, the fuselage section width (MD- 1 1) is the same as that of DC- 10.

Section, so the A300 fuselage section with a height of 5.64m is narrower than that with a height of 6. 19m. Both sides refused to give in, and finally a deal was made.

Abortion, Airbus launches A330/340. What Airbus did was a bit of a slap in the face for McDonnell Douglas, who will never do it again.

Make a difference in the civil aircraft field. The US Congress became angry and began to accuse Airbus member countries of unfair subsidies.

Airbus retorted, accusing Boeing of benefiting from US military purchases and NASA. Both sides filed a lawsuit with GATT.

And inherited by today's WTO. The lawsuit is not over yet, but both sides formally stated that the United States

There are too many political and economic ties between Europe, which should not and will not hinder the cooperation between the two sides. It seems that this is a public relations meeting.

Show, domestic pressure, just take it out and perform; When the pressure is over, it will be shelved and no one will take it seriously.

The success of A300 has two biggest factors: double engine and wide fuselage. Dual engines save fuel and have low noise; Wider than Boeing 767, wider than Boeing.

The narrow and wide fuselage of the 747 not only makes the cabin spacious and comfortable, but also makes the cargo hold under the floor just conform to the shape and shape of the standard air container.

Size. A330 and A340 inherited the fuselage section of A300, and A330 lengthened the fuselage, increasing the fuel load and passenger capacity.

Located between the high end of Boeing 767 and the low end of Boeing 777, it is suitable for North America to Europe or the west coast of North America to Northeast Asia and the Pacific Ocean.

The route along the coast of Pingyang; A340 is aimed at the long-distance civil aviation market, and it is positioned at DC- 10, L-101,MD-1,and

Earlier "classic" Boeing 747 (referring to the model before Boeing 747-300). At the time of publication, A340-600 was the world's leading aircraft.

The longest civil airliner A340-500 has the longest range, reaching 15700 km, making Airbus enter for the first time.

Ultra-long-distance Asia-Pacific routes controlled by Boeing 747-400, such as those from the west coast of North America to Australia or Southeast Asia. This is also

For the first time after the war, Europe was qualified to challenge the absolute superiority of the United States in large long-haul passenger airliners, although it was only

Just challenge the Boeing 747-400 to remain firmly on the throne. In fact, A340 didn't dare to be "timid" until later.

Challenge the "classic" Boeing 747 and never intend to compete directly with Boeing 747-400.

The Battle of Titan (II) 23 Chen Feng 2007-04-010: 29: 58

Boeing certainly didn't sleep. After the thrilling launch of Boeing 747, Boeing quickly began to develop outdated Boeing.

Substitute products of 707, 727 and 737. Boeing introduced Boeing 7, fuselage 727, advanced wings and twin engines.

57, used to replace Boeing 737 and 727, used for medium-range routes with medium flow. At the same time, Boeing introduced a twin-engine half-width fuselage.

Boeing 767 is used to compete with A300 on high-flow medium-range routes. 757 and 767 were put into use in 1983 and 1982 respectively.

In terms of sales volume, Boeing 757 and 767 were not unsuccessful, and 757 and 767 were also the first civil aviation companies to adopt dual.

The cockpit has greatly saved the airline's aircrew expenses, but from the perspective of product cycle and its impact on the civil aviation industry,

Compared with Cinderella who never met Prince Charming, these two sisters are sandwiched between 747, 777 and a new generation of 737.

Also squeezed by A320 and A300, it's always a bit embarrassing. The embarrassment of Boeing 757 is that 737 is so successful.

The new generation 737 is not inferior to 757 in passenger capacity and voyage, but it is more economical. Therefore, 757 should have replaced.

737, now it has been replaced by a new generation of 737.

The advantages and disadvantages of the 767 are the half-width fuselage. Compared with the 747 at 6.47 meters, the DC- 10 at 6. 19 meters (244 inches) and.

A300 is 5.64m (22 1 inch) long, and 767 is 4.72m (186 inch) wider than 707' s 3.76m (148 inch).

But narrower than all other wide-body airliners. This has the advantages of small fuselage section and small aerodynamic drag (Boeing estimates

It can save up to 2% fuel), the proportion of passengers by the window or corridor reaches 80%, and there are fewer unpopular middle seats.

But the benefits of a truly wide fuselage are also obvious: there are many passengers in each row, and the same two corridors occupy the "invalid area".

Relatively small, the cabin side wall is closer to vertical, which can avoid the discomfort caused by bending the side wall to passengers, and the ceiling is smaller.

Tall and wide, the suitcase on the top of the head is deep and will not be eaten up by the side wall bent to the middle, wide.

The cargo hold is also easy to arrange containers and bulk cargo. In order to attract airlines, Boeing introduced a 767 with a longer fuselage and extended flights.

Cheng's 767 is also enough to fly to Vancouver, Beijing and other trans-Pacific routes, but airlines still love it.

The fuselage, Boeing must face the reality.

While developing the 767, Boeing originally planned to develop three twin-engine engines on the basis of the Boeing 777, which were used to connect with DC- 10,

L- 10 1 1, MD- 1 1 three wide-body passenger aircraft compete to fill the gap between 767 and 747-400. Use sum 767

Developing a new 777 with the same fuselage has low technical risk and low development cost. In Boeing's mind, it costs less.

Do one more big thing. When Boeing was ready to launch with confidence, it suddenly found that there were very few applicants. Boeing 65438+ 19881October

When the board of directors met, they not only questioned the short-sightedness of the product development team, but also asked what other plans were available. For everyone.

Unexpectedly, Boeing's development team didn't consider other options at all, while Airbus was already taking the A330/340 as a whole.

A "family" is selling successfully. Boeing's board of directors ordered the product development team to come up with one before the end of the year.

New plan. The product development team that was ravaged by the board of directors learned from a painful experience and put aside all preconceptions.

Start over.

Losing the initiative also has the advantage of preemption. In February of 65438+86, McDonnell Douglas announced the launch of MD- 1 1, and in 1987, Airbus announced the launch of A33.

0/340。 At least Boeing knows its opponent's cards when it starts over. Boeing will start from here and give up three hearts.

Half-width fuselage, really wide fuselage, is wider than MD- 1 1 and A330/340, and the fuselage section is as high as.

To 6. 19 meters (244 inches). In addition to the benefits mentioned above, the enlarged fuselage section is Boeing's first visit.

The machine is designed with a simple circular cross-section fuselage. Prior to this, in order to make the side wall of the engine room almost vertical, the toilet in the engine room

When the passengers stand upright, the cross section of the fuselage is "egg-shaped" to reduce the cross-sectional area and windward area, while maintaining the height of the cabin.

Resist. But in this way, under the same cross-sectional area, the total "wetted area" (also known as "wet area") of the fuselage is

Large, used materials, heavy fuselage, high friction resistance. These problems are solved at the same time by adopting circular section. say

Interestingly, this is the first time Boeing has adopted a circular cross section on a jet airliner. In contrast, A300/330/340 are all.

Circular section. Boeing's second major decision is to decide the engine layout. Boeing studied two engines, three engines and four engines.

Send. The third engine needs a specially designed rear fuselage and vertical tail, and it was decided not to use it long ago. The fourth engine not only consumes high fuel and has high cost,

Moreover, there is no suitable 180kN engine on the market, and the CFM56 used in A340 is only 135kN, and the bigger one is too big.

The economy is not good, so I also gave up. On the other hand, the economic advantage of double-engine wide fuselage begins with A300.

Very eye-catching, Boeing decided to use double engine. Of course, there is the problem of dual engines, which need 360kN.

The first-class engine doesn't exist yet, but this is the direction, and Boeing has already bet on it. New design re-enabled 777

The name of.

After the basic layout of the double-engine wide fuselage was determined, Boeing did two things that were crucial to the success of the 777 program: First,

777 passed the certification of ETOPS 180 before it was put into operation; The second is to invite eight major airlines to participate in the design.

Boeing began to promote ETOPS 120 in 767 and extended it to ETOPS 180. ETOPS 120 makes Boeing 767 available.

On the North Atlantic route between the United States and Europe, the fuel-efficient 767 quickly replaced the four-engine 707 and DC-8, and began to erode the three engines.

DC market-10 and L- 10 1 1. However, ETOPS 180 has also opened up a broader Asia-Pacific market, which can not only

It can be used for Asia-Pacific routes as well as Eurasian routes. In the past, it was customary for twin-engine passenger planes to fly quite safely.

It takes time to apply for extension of ETOPS, but Boeing 777 passed the certification of ETOPS 180 from the beginning and obtained FAA.

In case of emergency (for example, the alternate airport along the way is closed due to weather or man-made reasons), special permission can be extended.

15%, reaching ETOPS 207. In this way, Boeing 777 can be used on almost all routes in the world, and airlines no longer need it.

Hesitate between the economy of two engines and the long distance of four engines. With the advent of ETOPS 180, Boeing began to vigorously promote super.

Long-range twin engines finally contributed to the Boeing 777-200LR with a range of 17446 km, which can fly directly to new york-Singapore.

For the best in the world now.

Inviting airlines to participate in the design is another revolution in the design of civil airliners, which can be found from the self-righteousness of aircraft companies.

Airlines have reached a practical, effective and economical optimal choice among nonsense. On the other hand, it can be more.

Effectively persuade airlines to place orders in advance. But inviting airlines to participate in the design is a risky move, 8.

It is entirely possible for an airline to make a suggestion contrary to kloc-0/6. Sure enough, ANA hopes to lengthen the 777 basic model.

The fuselage, losing a little voyage, but adapting to the needs of high-density domestic routes in Japan; Cathay Pacific hopes to further widen the fuselage,

It is best to reach the width of 747 to provide more comfort for passengers on long-distance transoceanic routes; British Airways needs 777 person kilometers.

The operating cost is at least 10% lower than that of A330, and it is also required to increase the airborne self-diagnosis system to reduce the turnaround time of ground maintenance.

United Airlines has the highest requirements, and it should be able to fly directly from Denver, which is at a very high altitude, to the middle of the Pacific Ocean in the initial stage of operation.

Hawaii, in fact, once put into operation, it will reach ETOPS 180. Boeing is arguing with conflicting users.

In the proposal, a successful compromise was finally reached.

Another revolutionary design of Boeing is the folding wing. Boeing 777 has a large wingspan, so when boarding at the airport,

In order to save land (airport fees can also be charged according to smaller planes), Boeing proposes to make the wings of the 777 foldable.

Just like a naval carrier can be folded on an aircraft carrier. In fact, Boeing will use a greatly enlarged

Wing folding mechanism of A-6. However, this will increase the weight of the wing, which means increasing fuel consumption; fold

The outer wing section cannot be used as the inner wing fuel tank to increase the range. In the end, no airline chose this option.

Boeing quietly canceled this option. Finally, the fixed outer wing part is also used to increase the inner wing fuel tank, which is used to increase

This voyage.

Boeing Company adopted a comprehensive computer-aided design on the 777, which is called "paperless design", which is directly related to computer-aided manufacturing.

Even, it saves a lot of models and matching tests. This is a revolution in manufacturing. GE GE90 used on 777

-1 10B and-1/5b are known as the largest engines in the world, and their diameters are larger than the fuselage of Boeing 737. Boeing is also on the 777.

It is the first time to use fly-by-wire control, but it is different from Airbus in control design concept. Airbus has a set of hard and fast rules for fly-by-wire control.

Set safety limits. When the pilot's actions exceed the limits, the control system will veto excessive actions to ensure flight safety.

All of them. However, sometimes it is necessary to temporarily exceed the limit in particularly dangerous situations to avoid hitting mountains or other dangers.

Risk situation, as long as it is recovered in time later. There are many modes of Airbus fly-by-wire control, some of which are dedicated to take-off.

, landing, have a plenty of dedicated to cruise, can't use. If the mode is wrong or there is an accident, flight control

The computer will veto the "illegal" behavior of the pilot, leading to the accident. The A320 crashed into a mountain and "landed" into the forest several times.

I can't get up. It's all because of this. Boeing's flight control computer allows the pilot to temporarily exceed the limit, but the joystick can.

I obviously feel that I have exceeded my limit. Just like a car in reverse, I can pull hard and I can exceed the limit. Due to the need of special use

Force, the pilot will not muddle through. Generally speaking, this method is better.

The A300 has never competed with Boeing, and the A320 has competed with Boeing 737 and 757, but this is a way out.

Airbus is interested, Boeing is not. A330/340 and Boeing 777, both came prepared this time. This is really diamond cut diamond.