China’s growing ambitions in the global aviation market, Air China has become the inaugural buyer of the still-under-development C929 wide-body jet, built by the state-owned Commercial Aircraft Corporation of China, Ltd. (COMAC). The announcement, made at the Zhuhai Air Show, represents a strategic push to elevate China’s domestic aviation capabilities and compete against aerospace giants Airbus and Boeing.
The C929, a 280-seat, long-range jet, is envisioned as a rival to the Airbus A350 and Boeing 787 families. Although the aircraft’s prototype has not yet been unveiled, the preliminary purchase agreement marks a significant milestone for China’s burgeoning aviation industry. Deliveries of the C929 are slated to begin around 2027, underscoring the long-term nature of this commitment.
The development of the C929 represents China’s next big step in its civil aviation journey. COMAC, headquartered in Shanghai, is already producing the C919, a narrow-body jet that entered commercial service in 2023. The C919 is expected to achieve an annual production rate of 150 jets within five years, reflecting China’s growing industrial and manufacturing prowess.
COMAC’s efforts are part of a larger strategy to reduce reliance on foreign aerospace manufacturers, especially in the narrow-body and wide-body segments. China’s aviation industry has come a long way since its earlier ventures with the C909 regional jet (formerly ARJ21 Xiangfeng), signaling a steady trajectory of growth and innovation.
The C929 wide-body jet is intended for long-haul routes, boasting a range of 12,000 kilometers—enough to connect Beijing with New York. The aircraft aims to challenge the dominance of the Boeing 787 Dreamliner and Airbus A330 Neo in the lucrative wide-body segment.
The C929’s initial propulsion will be provided by turbofan engines from Rolls-Royce or General Electric. However, ongoing development of domestic alternatives like the CJ-2000 engine highlights China’s goal of self-reliance in key technologies. Russian engine maker Rostec had also been involved through the development of the PD-35, but geopolitical tensions have since led to reduced collaboration.
Initially known as the CR929, the jet was part of a joint venture between COMAC and Russia’s United Aircraft Corporation (UAC). However, UAC withdrew in 2023 amid international sanctions, leaving COMAC to lead the project independently.
The Zhuhai Air Show served as a critical platform for COMAC to showcase its growing portfolio. In addition to announcing Air China’s commitment to the C929, the company secured substantial orders for its other aircraft. Hainan Airlines ordered 60 C919 narrow-body jets and 40 C909 regional jets, while Guizhou Airlines signed on for 30 C909s.
The air show demonstrated COMAC’s ambition to compete with global players. Beyond aircraft sales, the event highlighted COMAC’s ability to leverage China’s massive domestic market, which accounts for 16% of the global civil aviation fleet. This robust internal demand could provide a solid foundation for the company’s international aspirations.
Boeing and Airbus have long dominated the commercial aviation market, producing approximately 500 narrow-body and 100 wide-body aircraft annually. COMAC’s emergence as a competitor signals a potential shift in this duopoly, particularly as the company benefits from China’s vast industrial capacity and state-backed financial resources.
The C919 narrow-body jet, a direct competitor to the Airbus A320 and Boeing 737, has already gained traction with Chinese carriers, including the “big three” state-owned airlines: Air China, China Southern, and China Eastern. More than 1,000 orders have been placed for the C919, reflecting strong demand for a domestic alternative.
China’s aviation industry traces its roots back to the 1950s, when it manufactured Soviet-designed aircraft for military use. Early civilian aircraft, such as the ARJ21 (rebranded as C909), marked the country’s initial foray into commercial aviation. While these early efforts faced challenges—particularly in engine development and certification—COMAC has since matured, demonstrating a stronger capability to design, produce, and market competitive aircraft.
The C919, for instance, shares design similarities with the McDonnell Douglas MD-80/MD-90, reflecting China’s historical experience with licensed production. The aircraft incorporates advanced features, such as supercritical wings and General Electric CF34 engines, and recently began test flights with the Chinese-developed CJ-1000A engine.
COMAC’s ambitions extend beyond China’s borders. In 2023, the company opened offices in Hong Kong and Singapore to strengthen its presence in key regional markets. Additionally, the company is eyeing international routes in Southeast Asia, leveraging the C919’s ability to serve these destinations.
However, global certification remains a major hurdle. For the C929 to compete effectively with Boeing and Airbus, it must achieve FAA or EASA certification. Without these endorsements, the aircraft’s international market potential will be limited.
While COMAC’s progress is notable, challenges remain. The C929, like its predecessors, is heavily dependent on foreign suppliers for critical components such as engines. Efforts to develop indigenous alternatives, such as the CJ-2000, are ongoing but face significant technical and regulatory hurdles.
Furthermore, geopolitical dynamics could complicate COMAC’s international ambitions. Sanctions on Russia, for instance, have disrupted collaboration on engine development, and trade tensions with the United States could limit access to critical technologies.
Another obstacle lies in market perception. Boeing and Airbus have decades of experience and a proven track record of reliability, making it challenging for a newcomer like COMAC to gain trust among international airlines.
China’s domestic aviation market is among the largest in the world, with a fleet of nearly 3,500 medium-to-large aircraft. This figure is expected to grow to 8,500 by 2041, fueled by rising demand for air travel in the country. COMAC’s forecast that 43,863 new jet aircraft will be delivered globally over the next 20 years reflects this optimism, with single-aisle jets accounting for 73% of demand.
China’s aviation industry also benefits from strong government support. Boeing and Airbus have established production and assembly facilities in the country, underscoring its importance as a manufacturing hub. For example, Airbus operates a final assembly line for the A320 in Tianjin, while Boeing has a completion center for the B737 in Zhoushan.
