China is ramping up its efforts to challenge Boeing and Airbus’s dominance in the global aviation market, using its state-developed C919 passenger jet as a flagship project. The C919, a centerpiece of President Xi Jinping’s push to elevate China’s technological and industrial prowess, has begun flying domestically and is now expanding its reach abroad.
Starting this month, China Eastern Airlines will operate the C919 on its first international route, linking Shanghai to Hong Kong. Comac, the jet’s manufacturer, has also set ambitious goals, aiming to secure European Union Aviation Safety Agency (EASA) certification by the end of the year and introducing the jet to Southeast Asian markets by 2026.
The C919 project, heavily subsidized by the Chinese government, is seen as a direct attempt to loosen Boeing and Airbus’s stranglehold on the aircraft market. Analysts estimate that single-aisle planes like the C919 will make up 80% of global demand for the 42,430 new aircraft needed over the next two decades, according to an Airbus forecast.
Comac has delivered 16 C919s to Chinese airlines as of December and plans to scale production to 11 units per month by 2040, potentially producing nearly 2,000 jets over the next two decades.
However, critics argue that Comac’s reliance on Western components undermines its claim as a fully homegrown competitor. Key parts of the C919, including its engines and auxiliary power units, are supplied by Western firms such as CFM International and Honeywell.
Expanding the C919’s market internationally faces significant hurdles. Securing EASA certification is a daunting task, with Europe’s stringent regulatory standards posing challenges. Additionally, US Federal Aviation Administration (FAA) certification could be complicated by escalating US-China tensions.
Comac has made moves to bolster its global presence by opening offices in Singapore and Hong Kong, signaling its intent to win over international customers. However, aviation experts remain skeptical. “Building elaborate product support facilities in export markets is very hard and expensive work, and a necessary precondition for competing with Airbus and Boeing,” said Richard Aboulafia, managing director of AeroDynamic Advisory, to Financial Times.
While the C919 has gained traction with Chinese carriers such as Air China, China Eastern Airlines, and China Southern Airlines, international buyers remain hesitant. Concerns about maintenance support and the ability to meet global safety standards weigh heavily on potential adopters.
Comac’s ambitions extend beyond the C919. It is also developing the widebody C929, targeting larger jets such as the Boeing 787 and Airbus A350. However, the C929 is unlikely to enter service before 2040, with significant reliance on foreign engine technology expected to persist.
Critics argue that the C919’s expansion is less about market competition and more about state policy. “So far, [Comac is] building aircraft that are mostly Western by value, but with Chinese structures,” Aboulafia explained. “That makes production ramps dependent on Western willingness to continue providing systems.”
Geopolitical tensions, particularly with the possibility of a Trump presidency in the US, could further complicate Comac’s supply chain and global ambitions.
