HOW CHINA IS REDEFINING GLOBAL AIRCRAFT DEVELOPMENT

When flying on most airlines worldwide, one will most likely be aboard an Airbus, Boeing, Embraer, or Bombardier aircraft. However, over the past decade and a half, China's Commercial Aircraft Corporation of China (COMAC) has been developing the C919, a twin-engine narrowbody aircraft with unique features that set it apart from its Western counterparts. The C919 is designed to reduce reliance on Western world aircraft producers and is similar to the Airbus A320neo and the Boeing 737 family. Xi Jinping has expressed his vision for the C919 to be a pathway for China to establish itself as a global leader in the aircraft manufacturing industry. 

In 2008, COMAC was developed and set out to manufacture the C919. The first prototype was created in 2015, and several tests were performed by the Chinese Aviation Administration of China (CAAC). After seven years, COMAC received its type certificate from the CAAC in 2022. The C919 offers a minimum capacity of 158 passengers and a maximum capacity of 192, depending on the airline's configuration. Furthermore, the C919 has a maximum range of 5,555 kilometers, making it suitable for most short and medium-haul routes. Over the next 5 years, COMAC aims to produce over 200 C919 to fulfill over 1,000 orders from various Chinese airlines and aircraft leasing companies. 

The cost of an aircraft is a key determinant for airlines in the quantity of aircraft they are looking to purchase. The C919 has a listing price of USD 50,000,000, significantly cheaper than its competitors' similar products. Airbus lists its A320neo at just over USD 110,000,000; on average, Boeing lists their Boeing 737 Max family at around USD 122,000,000. This competitive pricing makes the C919 an attractive option for airlines. However, the C919 poses problems for airlines outside of China as it does not possess certification from major aviation authorities like the FAA and EASA, which significantly limits its reach. Once COMAC can secure these certifications, it can compete globally with Airbus and Boeing. 

One significant challenge that COMAC faces is its engines for the C919. The C919 uses the LEAP-1C engines produced by CFM International, a joint venture between GE Aerospace and Safran Aircraft Engines. GE Aerospace is based in the United States, while Safran Aircraft Engines is based in France. To avoid the risks that come with political and economic instability, China, through COMAC, is attempting to develop its own engine, the CJ-1000A. 

China is home to over 50 airlines, which the CAAC directly supervises. On average, over 18,500 flights are operated daily inside China, thus demonstrating a sizable domestic market for short and medium-haul flights. The C919 allows airlines in China to operate these routes with cheaper planes, leading to more affordable prices and healthy competition for seat capacity. By not relying on Airbus and Boeing parts when China faces tariffs and/or sanctions, airlines can quickly replace any parts necessary through domestic part production. In 2023, China had over 600 million passengers fly domestically, and had over 250 airports around the country, with CAAC aiming to increase the number to 450 by 2035. These current and potential future numbers suggest that the rollout of the C919 could not come at a better time to support the 50+ airlines in China.

Currently, China relies on Airbus and Boeing for 96% of its narrowbody mainland flights. By introducing the C919, China can control its supply chain, especially maintenance, repair, and operations (MRO). Given that airlines in China are state-owned, and COMAC is a government-run program, the potential subsidies and state-backed financing make the C919 an attractive aircraft for Chinese airlines due to lower leasing costs. If Chinese airlines adopt the C919 for their narrowbody fleet, it will help standardise training, maintenance, and long-term operating costs. This standardization will not only reduce costs but also ensure the operational efficiency of the C919. 

China sits in a unique position, where despite facing tariffs from some of the largest GDP countries in the world, those same countries still require goods and services from China. Moreover, they are one of the founding members of BRICS, an economic and political organization whose members account for over 40% of the global population and 25% of the worldwide GDP. Currently, BRICS has three African nations, including South Africa, Egypt, and Ethiopia, all of which have large national airlines. BRICS can allow China to expand its international presence in the aircraft industry through these airlines in developing countries.

COMAC and the development of the C919 are amazing steps towards China's entrance into the aircraft industry. With over 1,000 orders, they are set to take over the domestic industry by 2033. If China wants to continue to develop COMAC, it will eventually need to ensure that the C919 has certifications by the FAA and EASA and that the CJ-1000A is solely domestically produced. Overall, the C919 is not just an aircraft—it's a symbol of China's ambition to redefine global aviation on its own terms.