FROM Y-10 TO C919 LESSONS LEARNT

 

 

 

 

 

 

 

 

 

 

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Abstract

China’s progress towards the establishment of aerospace manufacturing plants has been faced with lots of challenges. After the end of the Second World War, a war that had great adverse impacts on China’s airline industry, lots of efforts have been directed towards developments of manufacturing firms. Through the various phases of hardships in establishing self-sustainable airlines, a significant process has been realized. For instance, since the development of the Y-10 aircraft, progress has been realized in the aviation sector. Currently, the aviation sector is working to improve the latest manufactured aircraft, COMAC C919. Progress has been realized due to the support that the aviation ministry gets from the support and the availability of resources and technology. Successful penetration into the aviation industry would help China develop its economy. It is also a measure that could help in breaking the monopoly in the airline industry. Support from the government, stakeholders in the aviation industry and the western nations are subject to help in amendments of stringent policies that hinder penetration into the airline industries. The China aviation industries would thus prosper in the commercialization of the airlines. 

 

 

 

 

 

 

 

Table of Contents

INTRODUCTION.. 1

BACKGROUND INFORMATION.. 2

Development of the Chinese Airline. 2

The Revolution and Rapprochement Stage. 2

The Marketing and Growth Stage. 3

Consolidation and the Huge Growth Stage. 4

THE Y-10 AIRCRAFT. 4

Breakthroughs due to The Manufacture of theY-10. 7

DESIGN AND DEVELOPMENT OF THE C919. 8

Reasons Behind Prosperity of the C919. 9

Support From the Government 9

Airport Slots. 10

Low Oil 10

REASONS BEHIND CHINESE INVESTMENTS IN COMMERCIAL AIRLINES. 12

OBSTACLES TO BUILDING SUCCESSFUL DOMESTIC COMMERCIAL AIRLINE INDUSTRY   14

MONOPOLY IN THE AVIATION MARKET. 16

End of a Monopoly. 17

CONCLUSION.. 18

BIBLIOGRAPHY.. 20

 

INTRODUCTION

The aviation industry is one of the most advancing forms of manufacturing industry across. Developed nations, as well as the developing nations, are subjecting lots of resources to the realization of fast and efficient means of transport networks. Knowledge, skills, and resources for the developed countries and the developing nations aim at improvements of the transport networks. Specifically, lots of resources are directed towards improvements in the aviation industry (Hong and Mu 2011). The Chinese aviation industry also directs lots of resources with an objective of achieving an independent manufacturer. Since the first development of the Y-10 aircraft in Shanghai in 1970, the aviation industry has been undergoing lots of improvement aimed at the realization of independent manufacturing firms for the aircraft.

            Upon the launch of the Y-10 in 1970, the aviation industry for the Chinese has maintained heightened focus towards the realization of experience in the design of large aircraft. Upon completion, the Chinese government took pride in addressing the complex technology that led to the achievement (Chen 2009). Even though the technology was outdated after a few years, the desire to establish aviation firms remained in place. Various phases of manufacturing, including the MD-82 up to the C919, have been implemented.

            Monopoly in the aviation by the western countries remains a concern amidst the efforts by the Chinese aviation sector to manufacture aircraft. For instance, the manufacture of the Y-10 used the Boeing B707-320C as the reference. The policies governing the aviation sector have thus remained a concern. Also, the fact that the manufacturing would be a mimic of the western countries creates a disquiet. Thus, the chapter addresses the historical perspective of the aviation industry in China, the desires to build self-owned aviation industries, the progressive steps, the aspect of monopoly by the western nations, challenges faced and the ways of overcoming the same (Goldstein 2006). The various audiences addressed through the chapter, including leaders, policymakers and the strategists in the aviation industry should understand the relevance of establishing independent manufacturing plants and the advantages attached to breakage of the monopoly. Conclusions drawn from the chapter should be convincing the audience to foster the growth of the aviation industry.

BACKGROUND INFORMATION

Development of the Chinese Airline

The growth of the Chinese’s airline system has been marked with various stages since the end of the World War II. According to Stretton (2018), the realization of the different phases in the manufacture of aircraft is concretely addressed and dependent on the various stages of growth. The stages are dependent on the efforts put forth by various aviation bodies, including the Civil Aviation Bureau and the Civil Aviation Administration of China.  

The Revolution and Rapprochement Stage

Between the year 1945 and 1985, the developments in the Chinese airlines are referred to have been undergoing a revolution and rapprochement. The period was marked with the Second World War; a war that paralyzed various aircraft operations. The aftermath of the Second World War brought lots of industries that were productive and successful in operations to the standstill (Le 1997). Due to the war, the aviation industry in China faced lots of challenges. There was chaos with lots of traffic, following the destruction of aircraft and their related facilities. The challenges led to the establishment of bodies that would restore order in the operations. In the year 1950, a Civil Aviation Bureau was established. The major objective of establishing the body was the restoration of the airline situations to match the pre-war situation. However, four years later, the body was substituted with the Civil Aviation Administration of China (CAAC). Even though the major objective of the new body was also the restoration of operations in the aviation sector, it also aimed at associating all the facets of the air traffic under one organization.

            It was not until the 1960s that the normal operations of the air traffic matched that of the pre-war. However, the operations were not open to the public. The services were only viable for the government officials. The management of the airlines was under the USA governments. Lots of expansion activities for the Boeing 707s were realized. 

The Marketing and Growth Stage

Between the years 1985 to 1994, the aviation sector in China is described to have been undergoing growth and developments. The CAAC was to split into various bodies so as to realize effective administrative purposes. The splitting of the CAAC body was based on the various existing regions. However, the body had not gained full control over the operations of the airlines. Even though full control had not been gained, the local authorities and the government were at liberty to build their airlines, and the airports that were initially under the control of the United States’ government were progressively reassigned to the local specialists.

In 1984, development had been realized and the various airlines such as the Shanghai airline had been established. Up to the year 1994, lots of airline carriers adding up to 40 had been established. However, the CAAC body realized a strain on the infrastructure and the safety, thus issuing of licenses for new airlines to be stopped. The growth of the fleet was reported to be impressive amidst the slowdown by the strain on the infrastructure.  

Consolidation and the Huge Growth Stage

Following the desire of the CAAC to allow airlines to expand their influence in 1994, the period was marked with lots of consolidation. In the year 2002, three major airline groups were formed from the initial state-owned grouped. Some other smaller groups also joined in the establishment of the major groups (Stretton 2018). The formation of the three major groups took over some of the larger airlines such as the Shanghai that had been established even though the operations were separate. A progressive had been realized in the Hainan Airlines and it formed a significant airline block that operated under certain aligned brands.

By 2013 October, a large percentage of the Chinese Airlines were under the operations of the four major groupings. 89% of the market is postulated to have been under the control of the grouping. The remaining 11% was under the control of the Sichuan Airlines (Stretton 2018). Such a large percentage depicts an increase in the partnerships of the existing airlines with the local governments in the formation of new carriers. As per the year, 2015 lots of scheduled airlines were in place and much more airlines were preparing to join the market.

THE Y-10 AIRCRAFT

The commercial aircraft was built in the year 1970s by the Shanghai Aircraft Manufacture Factory. During the manufacture of the Y-10, the factory operated under the name Shanghai Aviation Industrial Company. The design of the plane was to sustain 178 in high density, 149 in the economy and the flight deck gave a provision for five members of the crew (Chen 2009).

Even though China had acquired the Boeing 707, the manufacture of the Y-10 was an objective of establishing a jetliner that was free of dependence with regards to the parts used in the manufacture. However, the engine used was American based. The design of the cabin was configured to contain three classes, which included 149 seats in the tourist class, 124 seats in the mixed class and 178 seats in the economy class (Leighton 2018). The maximum takeoff weight of the jet was approximated to be 10.2 tons.

            The first trip of the Y-10 was made on September 26, 1980. With the guidance of Captain Wang Jinda and other crew, the flight was made to put to test the adaptability of the plane to the various routes as well as airports. The launch marked different flights for the Y-10 in operations that saw it make trips to a number of airports within China. Before the retirement of the Y-10, in the year 1983, it had made a total of 130 flights.

Until the termination came to pass, two prototypes of the Y-10 had been built. However, following the reasons of the market and costs, the program was later terminated. The termination of the program was a setback for the Chinese aircraft manufacturing industry. For instance, following the termination, China's effort to establish its own aboriginal large commuter airplane was perceived to have ultimately failed (Leighton 2018). Failure of the commercial buyers to engage in the purchase of the plane failed to guarantee it an entrance into the commercial production stage, and thus, the termination of the program in 1985.

One of the major concerns that led to the termination of the program was the technology that was getting outweighed. For instance, lots of efforts had not been directed towards evaluations of the recommended weights. Thus, the aspect of the overweight of the plane in conjunction with the shift of the center of gravity rendered the plane not safe for civil operations. In comparison to the Boeing 707, the plane was described as being extremely heavy. Another concern was the amount of fuel consumption and the range of operation (Chen 2009). In relation to the technology that was advancing fast, the aspects contributed to the halt of the program. 

Upon conclusion of the Y-10 program in 1985, the Ministry of Aviation developed a plan that was regarded as a 'three-step take-off plan'. The design was to merge various design concepts and technology from different assembly platforms, including the MD-90 and the AE-100. The ultimate objective of the Chinese Ministry of Aviation was to develop strategies based on various successful designs to build a 180-seater plane by the year 2010; a plan that later led to the development of the C919.

However, the step to step progress of the plans did not meet the expectations and various challenges were encountered. For instance, the termination of the plans towards building the MD-90 and the AE-100 programs professed outside China had a strong blow to the industry. The plans of the country becoming a self-manufacture of aircraft was thus affected. Lots of parties in the Chinese aircraft manufacturing industries felt that the moves were a let-down. Specifically, fingers were pointed at the two major manufacturers, the Boeing and Airbus (Hong and Mu 2011). However, the Civil Aviation Administration of China (CAAC) was also to blame.

Breakthroughs due to The Manufacture of theY-10

Even the manufacture of the Y-10 was not successful as per the anticipations of the establishers, it brought about various breakthroughs in the Chinese airline industries. Also, even though various challenges such as monopoly had not been overcome, various developments were realized. The breakthroughs would later be realized as important aspects of limiting the resources that would be used in the design and manufacture of aircraft (Hong and Mu 2011). Some of the breakthroughs included;

1.  China adopted the use of the American Federal Air Regulation as a customary measure and that the Soviet guideline was only used as the point of orientation. The move was important in overcoming the ancient ways in which Soviet regulation was the only platform used.



2. Changes in design were realized. For instance, the peaked airfoil profile was adopted in the project of the wing design. Amid the limited technology, the move was important in the realization of better speed behavior as well as a realization of maximum cruise aerodynamic efficiency. 



3. The fail-safe and safe-life concepts were utilized in the design of the aircraft structure. Also, the rules and regulations regarding the detailed design were made. The lifespan was thus approximated to be ten years.



4. Concepts of the fuel tank and the designs of the cabin were realized. For instance, the designs of the largest fundamental wing fuel tank and hassled cabin were the objective of limiting the challenges of fuel leaks and air tautness.



5. A unique control method for control surfaces was developed. For instance, the control surfaces were designed to be brought into motion by tabs.



6. The design of the Y-10 came with the realization of the largest full-scale simulation tests regarding various systems including the control systems, the hydraulic systems, the fuel systems and electrical networks.



7. The aviation industry realized great potential in the use of materials and new vendor-furnished-equipment. For instance, a total of 76 new resources were used where an estimate of 18 percent of all the utilized materials



8. The use of the computer in the analysis of various configurations such as aerodynamics, stress, and structure and system design. 

DESIGN AND DEVELOPMENT OF THE C919

Transformations and the desire to manufacture jets within China realized a breakthrough through the establishment of plans towards the development of the COMAC C919. The establishment of the COMAC (Commercial Aircraft Corporation of China) C919 was regarded as a breakthrough for the Chinese aviation industries. In its description, experts from the Chinese aviation industry described it as part of Chinas’ bid to be a major player in the big airliner manufacturing market (Tyroler-Cooper and Peet 2011). The formation of the Chinese state-owned builder, Commercial Aircraft Corporation of China (COMAC), began in Shanghai in May 2008. Since its establishment, it has remained to be one of the manufacturers of large airliners and perhaps one of the most sophisticated platforms in terms of the technology industries across the world.

Thirty years after the fall of the Y-10, the Chinese aviation industry through COMAC ventured into production of airlines that would compete with the major manufacturers across the world. The Commercial Aircraft Corp of China ventured into the manufacture of the C919. The launch of the program was done in the year 2008 and the production of the prototype began three years later. It was not until May 2017 that the jet made its first flight (Tyroler-Cooper and Peet 2011). The mission behind the manufacture of the C919 was to get into the commercial serv