China’s state-backed plane is expanding production and pushing for international certification as it aims to challenge Boeing and Airbus — but it is facing setbacks
A state-backed Chinese plane manufacturer is taking steps to launch European routes, potentially challenging Boeing and Airbus’ grip on the market.
State-owned Comac has opened offices abroad and has pushed for overseas certification as it increases output of C919 jets. Comac’s heavily subsidised C919, which made its maiden commercial flight in 2023, is already flown on domestic routes by China’s three big state-owned carriers: Air China, China Eastern Airlines and China Southern Airlines.
From this month, China Eastern will also be flying the C919 between Hong King and Shanghai, its first regular commercial route outside China’s mainland. The C919 is part of a project by President XI Jinping to make China move up the technology value chain, with the aim of challenging Boeing and Airbus which have financial woes, delivery delays and engine and component shortages.
If demand continues to grow as it currently is, 42,430 new aircraft are needed over the next two decades, of which approximately 80 per cent will be single-aisle aircraft, according to an Airbus forecast in 2024. Aviation consultancy IBA predicts that Comac can raise its output of C919s — 16 of which have been delivered to Chinese airlines as of December 2024 — from one to 11 a month by 2040, by which time it can deliver almost 2,000 units of the aircraft, reports The Financial Times.
However, Jonathan McDonald, IBA’s manager for classic and cargo aircraft, said that while Comac would at some point infiltrate export markets, “for the foreseeable future Airbus and Boeing will be the main suppliers of narrow-bodies to most airlines”.
Getting international certification is one potentail hurdle. Experts note that European certification is unlikely soon due to strict standards, and approval from the US FAA faces complications from US-China tensions. These certifications are seen as benchmarks for global acceptance, according to David Yu of NYU Shanghai.
While promoting the C919, Comac is also developing the C929, a widebody jet aimed at competing with Airbus and Boeing models like the 787. Air China has pledged to fly it, but analysts predict it won’t be ready until 2040 and will still depend on foreign engines.
The C919 itself relies heavily on Western-made components, including engines from CFM International and systems from Honeywell. This reliance could limit production if geopolitical tensions escalate, says AeroDynamic Advisory’s Aboulafia. Comac is unlikely to gain a significant global market share in the next decade but could provide an important “import substitution” for domestic Chinese airlines, according to the FT.
“Airbus builds in China. Boeing doesn’t. So Comac comes in as the second supplier. Import substitution doesn’t make you a competitor. That makes you an act of state policy,” said Sash Tusa, a UK-based aerospace and defence analyst.
