UAC And Comac Launch Full-Scale Developing Widebody Aircraft

United Aircraft Corp. (UAC) of Russia and China’s Comac on May 22 launched full-scale development for a commercial widebody aircraft, setting up a joint company in Shanghai with an aim of delivering the first aircraft no later than 2027.

Although UAC and Comac engineers have been working on the concept since 2013, only now can detail design begin, said Vladislav Masalov, vice president of UAC and chairman of the board of directors of the joint company.

The new company is called China-Russia Commercial Aircraft International Corp. (CRAIC), and has been registered in Shanghai. Guo Bozhi, head of Comac’s widebody aircraft program, is general manager. His UAC counterpart, Maxim Litvinov, is his CRAIC deputy.

The basic version of the aircraft will carry 280 passengers over 12,000 km (7,500 mi.), making it somewhat comparable to the Airbus A330-900, but with a wider body suiting nine-abreast economy seating. Shorter and longer versions, seating 230 and 320 passengers, respectively, are planned, but their development will depend on demand.

Detail design should be completed by the end of 2018, by which time the partners will have chosen major suppliers. They have sent requests for information to 169 companies. Russian and Chinese companies will have a priority, followed by foreign companies that have joint ventures in one of the two countries. Rolls-Royce or General Electric will supply the initial engine for the aircraft. The Russian PD-35 engine can be used later, Masalov said. Airlines would like to choose between two engines, he adds.

The companies have not agreed on a permanent name for the aircraft. Two years ago it was awkwardly called the Long-Range Wide Body Commercial Aircraft. For the moment, the partners are using the working name C929, which was what Comac planned to call a widebody aircraft of its own design before the national leaderships of the two countries decided on a joint program. The Chinese want C929 to become the permanent name. Since that designation would mark the aircraft as a Comac product, a sibling of the C919, the Russians disagree.

A joint engineering center in Moscow, planned for 2018, will oversee development. It will employ about 100 engineers from both countries. At Chinese insistence, it will have a branch in Shanghai, where the aircraft also will be finally assembled.

UAC will develop the composite wing; wing-flap systems; engine pylons; and main landing gear, Masalov said. The Chinese responsibility includes the fuselage sections; horizontal and vertical stabilizers; nose cone; nose landing gear; and wing fairings.

The airframe will be at least 50% composite to cut weight and improve efficiency. The aircraft is also expected to have improved aerodynamic efficiency, and to rely more on electrical power. However, many detail decisions have not been made.

There is no exact public target for first delivery, but the partners say development and certification could take up to 10 years. UAC and Comac forecast worldwide demand for 7,000 widebody aircraft valued about $1.5 trillion in 2023–45. Most of the demand will come from China, elsewhere in the Asia-Pacific region, Russia and former Soviet republics, Masalov said. UAC and Comac have discussed the program with airlines and leasing companies in China, the aircraft’s major market.

The importance of the Chinese market gives Comac heft in seeking greater influence in the program. The Russian side is trying to maintain parity. The disagreement over the name gives insight into the struggle.

The application for a type certificate will be filed in 2019, Guo said. CRAIC will be the holder of the type certificate, Masalov said. Masalov hopes that Russian side will manufacture at least the elements that fall under its design responsibility, but he does not exclude the possibility of using Chinese suppliers if they are cheaper. “There is no firm agreement on component manufacturing distribution,” he said. “This issue will be agreed closer to the production launch.”

UAC President Yury Slyusar pointed out that introduction of the new widebody aircraft will enable both UAC and Comac to have complete commercial product ranges, from regional to long-range aircraft. For the Russian manufacturer, the new aircraft will replace the aging, four-engine Ilyushin Il-96 at the upper end of a product line that also includes the Sukhoi Superjet 100 and Irkut MC-21. For the Comac side, it extend the product range from the ARJ21 regional jet and C919 narrowbody aircraft into the widebody segment.