RuAviation

The Chinese narrow-body aircraft, the C919, developed by COMAC, is being positioned as an ambitious rival to the Airbus A320 and Boeing 737. This project isn’t simply about creating a new aircraft, but is a crucial element of the “Made in China 2025” strategy, aimed at achieving technological sovereignty for the Middle Kingdom. However, the C919’s entry into global markets faces serious obstacles. The European Union Aviation Safety Agency (EASA) has stated that the aircraft’s certification process will take another three to six years, pushing back its potential appearance in Europe to at least 2028.

“The Comac C919 – a new generation Chinese aircraft – could receive European certification in three to six years,” said EASA’s Executive Director, Florian Guillermet, in an interview with the French weekly l’Usine Nouvelle. Guillermet explained that collaboration between COMAC and EASA began four years ago, with the most productive work occurring in the last two. The standard certification process for a Western-built aircraft with EASA takes up to two years after its maiden flight, while validation takes about six months after certification by a partner under a bilateral aviation safety agreement.

“However, these timescales are intended for organisations with long-standing ties. Despite the aircraft being certified in China in 2022, and the EU-China aviation safety agreement being in effect since 2020, we still need to conduct validation testing on the aircraft’s design and certain components, including flight tests,” the EASA head clarified. He also noted that in addition to Western-manufactured equipment, the C919 is fitted with CFM International Leap-1C engines, almost identical to the Leap-1A engines on the A320neo, and EASA must assess the overall design and integration.

The lack of EASA certification creates serious strategic risks. Without European certification, it will be difficult for the C919 to enter the international market, as many countries rely on EASA and FAA (Federal Aviation Administration) standards.

The “Achilles heel” holding back the C919’s progress is its reliance on Western technology. Development of the Chinese CJ-1000A engine is underway, but the US and Europe are highly sceptical about it, and do not expect it to appear on production aircraft before 2035. As of May 2018, the Aviation Engine Corporation of China (AECC) predicted certification of the CJ-1000A by 2027, followed by entry into service by 2030, approximately eight years later than initially planned. In March 2023, flight tests of the CJ-1000A began on a flying laboratory. In March 2025, AECC announced that testing was proceeding according to plan.

Aside from the engines, a significant proportion of the C919’s avionics and other systems are also imported. Honeywell supplies flight control systems and auxiliary power units, Collins Aerospace provides avionics and interiors, and Safran supplies landing gear and braking systems. Other American companies are also involved in the supply chain. According to estimates by Teal Group analysts, up to 60% of the C919’s value comes from Western components. This high proportion of imports makes the project vulnerable, especially in the context of the escalating trade war between the US and China.

As part of the trade conflict’s escalation, the US imposed tariffs of up to 145% on key aviation components for China, including engines and avionics. In response, China introduced mirroring tariffs of 125% on American goods. However, to avoid disruption to C919 production, the Chinese leadership was forced to temporarily lift tariffs on critically important aviation components, such as engines, landing gear and nacelles. This measure highlights China’s dependence on Western suppliers and its vulnerability to trade pressure from the US.

In the context of the trade war and reliance on Western technology, import substitution is becoming a key priority for China in the C919 project. In addition to the CJ-1000A engine, work is actively underway to create local equivalents of avionics, landing gear, control systems, and other critical aircraft systems and assemblies. The Chinese authorities are actively supporting the import substitution process, allocating significant resources to scientific research and development, and view this as a strategic necessity to ensure technological sovereignty and the sustainability of the aviation industry. However, despite significant investment, competitive solutions are not yet available, and COMAC remains heavily reliant on Western suppliers.

There are several possible scenarios for the C919’s development:

• Optimistic: China gradually replaces Western components with domestic ones, while maintaining access to critical Western technologies at preferential rates. In this case, the C919 could secure its niche in the domestic market and gradually expand its exports.
• Pessimistic: Escalation of the trade war leads to a complete blockade of Western component supplies. In this case, C919 production may be suspended or severely limited.
• Political: China uses its economic leverage, including pressure on Boeing, to reach a compromise with the US and gain access to Western technologies. In this case, the C919 could become a tool for political bargaining.

So, what’s the bottom line? The C919 isn’t just an aircraft, but a symbol of China’s national prestige and its pursuit of technological sovereignty. The most likely path for COMAC is the one taken by Russia with the MC-21-310 and SJ-100. The C919 will not be able to become a real competitor to Airbus and Boeing in the next decade, or in the long term. There is no doubt that Beijing will make a technological leap and eventually replace imported components with its own developments – China is remarkably good at cloning/copying high-tech Western and American products. But the problem with the C919 is that, in essence, it is a last-generation aircraft that is trying to catch up with the A&B duopoly, and so far it is struggling. The future of the C919 will depend largely on the development of the political and economic situation in the world.