PARECIDO OU COPIADO?

[RICARDO HUGO URUGUAY]

Vejam noairliners.net
photo: http://www.airliners.net/open.file/0810962/M/

[jambock]

Prezado RICARDO HUGO URUGUAY:
Põe copiado nisto! É o CBA-123 Vector, sem tirar nem pôr.
O NAL SARAS teve o seu começo em 1991, tendo feito seu primeiro vôo em 2004. Conta com uma encomenda da Fôrça Aérea Indu, de seis(!) unidades. Mas as coisas não estão fáceis para ela, como não foram para o CBA-123 (e olha que êles não tiveram os "hermanos" como sócios...)
A seguir, parte de um artigo, em que é feita uma comparação entre a NAL e a EMBRAER e o descrédito quanto ao possível sucesso que o SARAS terá, revelado nas duas últimas sentenças do artigo.
"The problem confronting NAL today is one familiar to observers of the Indian scene and the past performance of major players such as HAL. Faulty planning, time and cost overruns, lack of foresight and, to cap it, an absence of a professional work culture allowing for thoroughgoing review, criticism and a self-correction mechanism. In the Saras case, these latter flaws were pointed out by a very senior and now retired doyen of Indian aviation in a letter to a leading national daily stating that the problems of overweight and other design and fabrication problems were brought to the attention of senior NAL and CSIR officials but to no avail. These systemic problems have held Indian aviation back whereas those of some other developing countries have galloped ahead.
A good example is the Brazilian aircraft company Embraer which is now a world-class global manufacturer of regional aircraft with 40-100 seat capacity. It is worth briefly recalling the Embraer story as, by comparison, it brings out the weaknesses in the Indian system.
Embraer was set up in 1969 by the then military government in Brazil in the state sector and then privatised in 1994, whereas HAL in India which functions under the Department of Defence Production but started up in the private sector during World War II. Embraer early on identified a potential gap in the market for medium-capacity regional aircraft and based on considerable design-development work beforehand, started marketing 37-50 seater aircraft in the mid-‘90s which were virtually an overnight success. Embraer faced stiff competition from the American manufacturer Fairchild and the Canadian Bombardier and had also to contend with a World Trade Organisation ruling forcing the Brazilian government to scale back subsidies. Overcoming these odds, since 1996 Embraer has sold over 700 regional jets with capacity ranging from 35 to 90 to airlines around the world including in the US, Europe and Asia, and some Indian carriers are also currently in negotiations with the Brazilian manufacturer. Last year, it earned USD135 million on sales of USD 2.1 billion and expects sales to reach USD 3.3 billion in 2004.
Now Embraer is trying to break into a new market, for jet aircraft seating 70-100. According to the US Transportation Department, 61 per cent of all flights in the US take off with roughly that number of passengers. The new Embraer aircraft are designed to fit into a niche where larger planes of capacity greater than 100 made by Boeing and Airbus usually operate but uneconomically, using the same avionics, controls flight deck and engineering as larger planes, passenger headcounts in that range. Thus the Embraer, 170/190 series of commercial jets is designed to fill a gap between regional planes, which usually seat up to 70 people, and large commercial jets but with all the comforts of the latter. As a result of these development, Embraer is considered one of the hottest manufacturers in the aviation industry today.
It is indeed ironic that Russian manufacturer Ilyushin, maker of many famous large civilian and military transport aircraft including several in service in India, had proposed a collaboration agreement with HAL in the early ‘90s to make aircraft in just this market segment. The project was sought to be pushed during several high-profile visits by Russian government leaders to India. Even MoUs were signed but the project never even reached the drawing board stage. Today, the market for regional aircraft is nearing saturation with each of the 3 big players including Embraer having roughly 30 per cent market share. The Russians are still trying with different potential partners including China, but the task is proving increasingly difficult with over USD 30 billions worth orders having been placed for this class of aircraft.
Another bus missed by the Indian aviation industry. And Saras may prove to be a bus with few passengers left to carry."

[SBLO]

Foi em cima do CBA-123 que a EMBRAER realizou estudos e adquiriu experiência para produzir um dos seus maiores sucessos de venda, o EMB-145.
Abs