|Quoting r2rho (Reply 25):|
That's the key point. Even if the ARJ-21 doesn't sell a single more aircraft, and turns out a commercial failure, it is the enabler for C919 certification and must be certified.
The ARJ21 *must* be certified to move the C919 forward. About nine more months of delays with the ARJ21 will start to impact C919 certification. So China must certify the ARJ21 even if on a lower standard (e.g., having parts only certified for a few thousand cycles instead of 20k). Perhaps the ARJ21 could be delayed a little longer and not impact the C919... but not forever. Ironic IMHO.
|Quoting United727 (Reply 26):|
Is the ARJ-21 the mirror image of the Super 80?
It has the cross section of the MD-80 with just over half the capacity.It has new wings, landing gear, avionics, engines, and sub-systems. The only similarity would be compatible seats. It is a new aircraft:
There is no spare part commonality (no one keeps airframe structural parts in stores). Everything from galley items, window seals, windows, avionics, tires, and brakes are new.
There is no cockpit commonality.
The ARJ-21 has an unproven vendor base and unproven global support chain.
Heck, the CF-34s of the ARJ-21 have different externals/controls than the same mechanical engines for Bombardier which are different than the same mechanical engines for Embraer; but the Embraer and Bombardier engines are more similar. e.g., valves and regulators for the 'externals' of the ARJ-21 engine are made by new vendors (Chinese) versus the proven designs of the Bombardier/Embraer. The requirements of these new engine supporting valves and regulators *are* a dozen years more advanced than the ones on the the older CF-34s. But the new requirements are often so difficult that many of the old vendors refused to bid as there was no business case. Is DL really willing to risk dealing with a new supply chain? Not likely with the E2-175 not too far in the future and DL's seeming preference for the E-175 until the new engines come out.
There is no technological or significant enough cost advantage for DL to cease procuring E-175s for their RJ vendors. Or put another way, DL has already purchased (for operation by RJ vendors) a competing airframe. I do not see a reason DL would prefer the ARJ-21. By the time the ARJ-21s 'entry into service risk' is bought down, DL could receive E2-175s or MRJs. Only airlines with *really* bad credit would be likely to consider a previous generation concept such as the ARJ-21. Most airlines will buy new designs or 'top off' existing older design fleets. Those airlines would likely see good financing deals from Bombardier to keep their CR7/CR9 lines going.
|Quoting astuteman (Reply 24):|
On the upside, we can actually have that conversation now. It's taken a decade...
My friend, the whole engineering field lost focus... A cost of the 'super-manager' era... Cest la vie.