On February 20, 2025, Airbus CEO Guillaume Faury made waves in the aviation industry by acknowledging the potential of China’s state-owned Commercial Aircraft Corporation of China (Comac) to emerge as a formidable competitor, possibly disrupting the long-standing duopoly between Airbus and Boeing. Speaking at a press conference following the release of Airbus’ annual results, Faury suggested that the global commercial aviation market, which has been dominated by the two Western giants for decades, could be on the cusp of evolving into a “triopoly.” His comments come at a time when Comac is steadily gaining traction with its C919 narrow-body jet, designed to compete directly with Airbus’ A320 family and Boeing’s 737 Max series, both of which are workhorses of the single-aisle aircraft segment.
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Faury’s remarks reflect a growing recognition of Comac’s ambitions and capabilities. The Chinese manufacturer, backed by significant government support, has been working for over 15 years to establish itself as a credible player in the aerospace sector. The C919, which entered commercial service in May 2023 with China Eastern Airlines, has already secured over 1,000 orders, predominantly from Chinese carriers such as Air China, China Southern, and Hainan Airlines. While this figure pales in comparison to the massive order books of Airbus and Boeing, it signals a strong domestic foundation that Comac could leverage to expand internationally. Faury noted that while other manufacturers from various countries have attempted—and largely failed—to break into this highly competitive space, Comac’s prospects appear more promising due to its access to China’s vast and rapidly growing aviation market, as well as its state-driven resources.
The Airbus CEO’s statement arrives amid a challenging period for both Airbus and Boeing, which could inadvertently create an opening for Comac. Boeing has been grappling with safety scandals and production delays, particularly following incidents involving its 737 Max, while Airbus, despite delivering 766 aircraft in 2024—its highest total since 2019—faces supply chain constraints and a backlog of 8,648 planes. These pressures have frustrated airlines worldwide, leaving them eager for alternatives. Comac, with its ability to offer shorter delivery times and potentially lower costs, could capitalize on this discontent. For instance, in 2024, Vietnam’s VietJet wet-leased two Comac C909 regional jets, marking the aircraft’s first foray into a foreign market, while reports suggest Brazil’s Total Linhas Aereas is considering an order for up to four C919s. These developments hint at Comac’s gradual push beyond China’s borders, starting with Southeast Asia and other emerging markets. However, Faury’s acknowledgment of Comac as a “serious rival” does not imply an imminent threat to the Airbus-Boeing dominance. Comac faces significant hurdles, including its reliance on foreign components—such as engines from GE and Safran—and the need for international certification, particularly from European and U.S. regulators, to penetrate Western markets. Currently, the C919 is certified only by Chinese authorities, limiting its global reach. Moreover, its production capacity remains modest, with just 12 C919s delivered in 2024, though Comac aims to scale up to 150 aircraft annually by 2028. In contrast, Airbus and Boeing each produce hundreds of planes yearly, backed by established supply chains and decades of operational trust from airlines worldwide.
Faury’s comments also underscore a strategic perspective within Airbus. Rather than dismissing Comac, he appears to be preparing for a future where competition intensifies. Airbus has already taken steps to bolster its position, such as expanding its presence in China with a second final assembly line in Tianjin for the A320neo. This move not only strengthens Airbus’ foothold in the Chinese market but also positions it to counter Comac’s home-field advantage. Meanwhile, Boeing, despite its struggles, remains a formidable player with plans to ramp up 737 Max production to 50 per month by 2026. The potential rise of Comac also carries broader implications for the aviation industry. A triopoly could drive innovation and reduce costs, benefiting airlines and passengers alike, but it might also raise concerns about quality control and geopolitical influence, given Comac’s state-backed nature. For now, Faury’s statement serves as both a nod to Comac’s progress and a reminder of the steep climb it faces to truly disrupt the Airbus-Boeing duopoly. As of February 21, 2025, the aviation world watches closely to see if China’s aerospace ambitions can soar beyond its domestic skies.
