2 ms·

It’s seemingly an excellent aircraft so far but it is not in the same size class as the C919, B737 or A320. In that market carbon fiber hasn't really hit yet.

It’s seemingly an excellent aircraft so far but it is not in the same size class as the C919, B737 or A320. In that market carbon fiber hasn't really hit yet. It clearly will in the next generation since the size class down (this market) and size class up (787, etc) both are carbon fiber designs. But the 737/320/919 size class isn’t there yet.

inferiorhuman 7y ago
It’s seemingly an excellent aircraft so far but it is not in the same size class as the C919, B737 or A320. In that market carbon fiber hasn't really hit yet. It clearly will in the next generation since the size class down (this market) and size class up (787, etc) both are carbon fiber designs. But the 737/320/919 size class isn’t there yet. They're all (C-Series/A220, C919, 737, A320) roughly the same size, but the C919 is antiquated and struggles to compete with the NG and CEO. Meanwhile the C-Series sets the benchmark. Even so, the C-Series was extraordinarily difficult to sell until Airbus stepped in. Comac, with dramatically less experience than Bombardier, will have an even more difficult time trying to unload the C919 (outside of China). The C919 is specced out at 168 people in a one class layout with an overall length of 38.9 meters, the CS300 seats 160 with an overall length of 38.7 meteres. That puts both between the 737-700 and 737-800 (or A319 and A320) in capacity. Range-wise the CS300 and CEO do well over 6,000 km. The C919? Even with current generation turbofans it can only do 4,000-5,500 km. The NG slots in between (but closer to the C919). The C919 is at least a generation behind the C-Series and NEO and is not a threat to either Boeing or Airbus. Hell, Comac doesn't even have a western cockpit for the C919 where Bombardier was toying with a stretch of the C-Series.

2 ms·

It’s seemingly an excellent aircraft so far but it is not in the same size class as the C919, B737 or A320. In that market carbon fiber hasn't really hit yet.

by djcapelis 7y ago

inferiorhuman 7y ago
It’s seemingly an excellent aircraft so far but it is not in the same size class as the C919, B737 or A320. In that market carbon fiber hasn't really hit yet. It clearly will in the next generation since the size class down (this market) and size class up (787, etc) both are carbon fiber designs. But the 737/320/919 size class isn’t there yet. They're all (C-Series/A220, C919, 737, A320) roughly the same size, but the C919 is antiquated and struggles to compete with the NG and CEO. Meanwhile the C-Series sets the benchmark. Even so, the C-Series was extraordinarily difficult to sell until Airbus stepped in. Comac, with dramatically less experience than Bombardier, will have an even more difficult time trying to unload the C919 (outside of China). The C919 is specced out at 168 people in a one class layout with an overall length of 38.9 meters, the CS300 seats 160 with an overall length of 38.7 meteres. That puts both between the 737-700 and 737-800 (or A319 and A320) in capacity. Range-wise the CS300 and CEO do well over 6,000 km. The C919? Even with current generation turbofans it can only do 4,000-5,500 km. The NG slots in between (but closer to the C919). The C919 is at least a generation behind the C-Series and NEO and is not a threat to either Boeing or Airbus. Hell, Comac doesn't even have a western cockpit for the C919 where Bombardier was toying with a stretch of the C-Series.