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ERJ-145
Harbin Embraer Aircraft Industry Company (HEAI), a joint ven-ture between Embraer SA of Brazil and the Harbin Aircraft Industrial Group (HAIG), an AVIC subsidiary, was created in 2003 and delivered its first ERJ-145, 50-seat regional jetliner, in February 2004. However, the venture is said to have struggled from the start. Chinese airlines have been slow to place orders, and the orders that were received were often repeatedly postponed for various reasons. At one point, reports surfaced suggesting that the assembly line was facing closure (Ionides, 2006; Kirby, 2009). Despite a production capacity of 24 aircraft per year, the facility had delivered only 36 ERJ-145 aircraft as of August 2010, all to Chinese airlines (Ionides, 2006; “Embraer: Green Avia-tion,” 2010; “HAIG–Harbin Aircraft Industries Group [Harbin Feiji Gongye Gongsi],” 2010).
Helicopters
All of China’s current, ongoing helicopter programs are either collabor-ative projects with Western partners or derivatives of Western helicop-ters. The most important partners of the Chinese helicopter industry include U.S.-based Sikorsky Aircraft, French-based Eurocopter, Italian AgustaWestland, and French engine-maker Turbomeca.
According to Wang Bin, the president of Avicopter, AVIC’s heli-copter subsidiary and builder of all Chinese helicopters, Avicopter will establish a new helicopter industrial base in Tianjin, as the “dragon-head” for other helicopter manufacturing centers such as Harbin and Jingde-zhen. Tianjin will host Avicopter’s top-level R&D facilities, as well as its sales and customer-support center. Existing manufacturing centers such as Changhe Aircraft in Jingdezhen and HAIG in Harbin will specialize in their respective areas of expertise. HAIG will specialize in composite- components manufacturing and assembly, and Changhe will specialize in digitized manufacturing and the drive train (Ma, 2009, pp. 23–24).
Avicopter’s long-term ambition, according to Wang, is to establish a “unified, internationally competitive brand” for the Chinese helicop-ter industry. While establishing one’s own brand does not preclude international cooperation, it does imply that “collaborative projects must conform to the product priorities and development strategies of Avicopter, and that they must contribute to the development of [Avi-copter’s] own brand.” In particular, Wang warns against weakening Avicopter’s branding strategy in the pursuit of short-term profits (Ma, 2009, p. 25). These remarks may suggest that Avicopter products will generally receive priority in resource allocation, even if co-production programs such as HAIG’s Z-15/EC-175 project with Eurocopter may have more ready access to foreign markets.
Finally, it is worth noting that the production capacity of Chinese helicopter manufacturers remains rather limited at present. Changhe Aircraft—one of China’s two major centers of helicopter production— has undergone steady expansion in recent years and expects to acquire the capacity to produce 30 light helicopters, 10 medium helicopters, and 15 heavy helicopters annually by 2012 (Yu, 2008, p. 67). For com-parison, Bell Helicopter produces about 200 helicopters per year at its Mirabel plant alone (“About Bell Helicopter Textron Canada Limited,” 2010).
　
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本文鏈接地址：Ready for Takeoff China’s Advancing Aerospace Industry(22)