Shanghai, 23 March - China’s Commercial Aircraft Corporation of China (Comac) is intensifying its efforts to disrupt the long-standing dominance of Boeing and Airbus in the global aviation market by significantly increasing the production capacity of its C919 narrowbody jet. The state-owned manufacturer recently outlined ambitious plans to bolster its output, aiming to produce 75 aircraft annually by the end of this year, a 50% increase from its previous target of 50 planes, as shared with suppliers at a conference in Xian. This move signals Comac’s determination to capitalize on the growing demand for single-aisle aircraft within China’s massive domestic market while positioning itself as a credible alternative to the Western aerospace giants. Looking further ahead, the Shanghai-based company has set an even more aggressive goal of scaling production to 200 C919 jets per year by 2029. It reflects its long-term vision to challenge the Boeing 737 and Airbus A320 families, which have historically dominated the narrowbody segment.
.gif)
The C919, China’s first domestically developed narrowbody jet, entered commercial service in May 2023 with China Eastern Airlines after years of development and rigorous testing. Designed to seat 158 to 192 passengers and boasting a range of 4,075 to 5,555 kilometers, the aircraft competes directly with Boeing’s 737 MAX and Airbus’s A320neo. Since its debut, Comac has delivered 16 C919s to Chinese carriers, including China Eastern, Air China, and China Southern Airlines, with plans to deliver 27 more by the end of 2025. The company has already secured over 1,000 orders, predominantly from domestic airlines and leasing firms, underscoring strong local support bolstered by government backing. This order backlog highlights the pressure on Comac to ramp up production swiftly to meet demand, a challenge it has faced with earlier delays and slower-than-expected delivery rates.
Comac’s push comes at a time when Boeing and Airbus are grappling with their own production hurdles. Boeing, still recovering from safety scandals and regulatory scrutiny following incidents with its 737 MAX, aims to reach a production rate of 38 units per month by mid-2025, with an eventual target of 57 by year-end. Meanwhile, Airbus is targeting 75 A320 Family aircraft per month by 2027, though it continues to wrestle with supply chain bottlenecks affecting engine deliveries and labor shortages. These constraints have created an opening for Comac, particularly in China, where the aviation market is projected to become the world’s largest in the coming years. With more than 6,000 new single-aisle aircraft expected to be delivered to Chinese airlines by 2042, according to aviation analytics firm Cirium, Comac aims to capture a significant share—potentially up to 25%—of this demand, reducing reliance on foreign manufacturers. Despite its domestic focus, Comac harbors international ambitions. The C919 made its first international flight to Hong Kong in December 2024, and the company is pursuing certification from the European Union Aviation Safety Agency (EASA) as early as 2025, a critical step for broader global acceptance. However, challenges remain. The aircraft lacks certification from the U.S. Federal Aviation Administration (FAA), limiting its appeal in Western markets, and its reliance on foreign components—such as CFM International’s LEAP-1C engines—exposes it to potential geopolitical risks, including U.S. sanctions. Additionally, Comac must build a robust global support network for maintenance and repairs, an area where Boeing and Airbus have decades of established expertise.
To achieve its production goals, Comac is expanding its facilities, including a second-phase project in Shanghai’s Pudong New Area, which will feature a new assembly plant and parts warehouse spanning 330,000 square meters. This infrastructure investment, valued at approximately $1.65 billion, is designed to support mass production and enhance the C919’s competitiveness. While the aircraft’s current performance—averaging 5.9 flight hours per day compared to 8.1 for Boeing’s 737 MAX and 8.4 for Airbus’s A320neo in China—suggests a conservative operational start, improvements are evident, with utilization rates climbing from 50% of its rivals’ in early 2024 to 70% by mid-year. Comac also plans to develop shortened and stretched variants of the C919, mirroring the successful strategies of its competitors to offer greater flexibility to airlines. The stakes are high for Comac as it seeks to transform the narrowbody market into a triopoly. While its immediate success hinges on dominating China’s aviation landscape, where state-owned carriers are incentivized to adopt the C919, its long-term viability depends on proving reliability, securing international certifications, and overcoming supply chain vulnerabilities. For now, Boeing and Airbus retain a commanding lead globally, but Comac’s accelerated production plans signal a bold challenge that could reshape the industry, particularly in Asia, over the next decade. As the C919 gains traction, the duopoly that has defined commercial aviation for decades may face its most significant test yet.