COMAC C919

Here is the photo
The second prototype of the Chinese airliner C919, registered 10102 (B-001C), made its first test of low speed taxi on November 30th. His inaugural flight could take place before the end of the year.

From Dafengcao
The second (B-001C) is scheduled to take its first flight on Friday, December 15th, an exciting step in the C919 program! Let the countdown begin!

Good more flight data collection for faster development

taxiya said:

Now, back to MC-21, Russia does not have such deal as CAAC-FAA. In current and foreseeable future the chance of Federal Air Transport Agency (Russia) to cut a deal with FAA or EASA is near zero for well-known reasons. In this situation, the air corridors that MC-21 can fly is quite limited, this will greatly reduce its market.

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How else could the SSJ be in service with CityJet (set to become one of the largest operators eventually), a EU airline?

Tirdent said:

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How else could the SSJ be in service with CityJet (set to become one of the largest operators eventually), a EU airline?

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Because SSJ get certified by EASA instead of through Russian Federal certification?
While C-919 can get CAAC certified on behalf of FAA and possibly EASA?
MC-21 can surely get the same treatment like SSJ if the atmosphere is good like the past. But we all know the play behind the doors of making troubles just like all the regulatory hindrance that has played out in the Japan-US car industry in the past.

taxiya said:

Because SSJ get certified by EASA instead of through Russian Federal certification?
While C-919 can get CAAC certified on behalf of FAA and possibly EASA?
MC-21 can surely get the same treatment like SSJ if the atmosphere is good like the past. But we all know the play behind the doors of making troubles just like all the regulatory hindrance that has played out in the Japan-US car industry in the past.

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Possible, but unlikely. Airbus and Boeing *each* build almost as many 737s/A32Xs a month as the MS-21 line as currently planned can turn out in a year - even if Irkut was able to sell a great deal of their capacity outside Russia, A & B could afford to simply take that in their stride. The threat is just not worth jeopardizing access to even the relatively modest Russian market over (which could be denied in retaliation for any trouble making about MS-21 certification).

That's basically the same rationale as why CAAC was granted such deals, BTW. While the Chinese market can support a lot of C919 sales that A & B can do nothing to prevent anyway, in the areas where FAA/EASA certification matters (i.e. outside China) it'll probably face even more of an uphill battle than the MS-21.

The 2nd C919 starts the taxi tests at medium speed.

C919 has 785 orders from 27 customers

ARJ21 has 433 orders from 22 customers

Total 1218

asif iqbal said:

C919 has 785 orders from 27 customers

ARJ21 has 433 orders from 22 customers

Total 1218

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That might be fine but IMO one of the biggest challenges to overcome is how production rate will be ramped up?
Just look at the H-6, Y-20 or other "larger-size" aircrafts in China, none of them was built in a rate comparable to the C919's rate necessary to fulfil these orders.

Deino

Deino said:

That might be fine but IMO one of the biggest challenges to overcome is how production rate will be ramped up?
Just look at the H-6, Y-20 or other "larger-size" aircrafts in China, none of them was built in a rate comparable to the C919's rate necessary to fulfil these orders.

Deino

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Those are military planes that generates razor thin profits for the manufacturer and the planes generate no income thus PLA can only buy small number of them over time. Commercial companies use C919 to make more money so they have an incentive to acquire them at a faster pace.