Beijing has high hopes for its C919 single-aisle jet after years of delays, but the aircraft relies on engines, avionics, and other components from Western companies. President Trump's recent decision to restrict the export of American aerospace technology to China reflects growing concerns in Washington regarding American companies aiding China in developing a competitor to Boeing.
Established in 2008, the state-owned Commercial Aircraft Corporation of China (COMAC) aimed to introduce a single-aisle commercial jet by 2016. However, the development of the C919 has faced significant delays, despite extensive support from American and European firms, with the jet only entering commercial service in 2023.
Beijing takes considerable pride in the C919, which state media heralds as a cornerstone of national strength, contributing to civil aviation advancements and military-civilian integration. The aircraft symbolizes a bygone era in Sino-American relations, during which economic cooperation was expected to foster democracy in China and reduce geopolitical tensions.
Since Xi Jinping became China's leader in 2012, the political landscape has shifted dramatically, marked by a military buildup and assertive policies regarding Taiwan and the South China Sea. In light of these developments, some U.S. officials argue that COMAC's joint ventures facilitate industrial espionage and threaten national security. A former director of the U.S. National Counterintelligence and Security Center testified in 2023 that much of the C919's technology is derived from stolen intellectual property.
Approximately 40 percent of the C919 is manufactured by U.S. and Western companies. The specifics of the new export restrictions on American aerospace technologies have yet to be disclosed by the Trump administration. In response to these actions, a spokesman for China's Ministry of Foreign Affairs criticized the U.S. for politicizing trade and technology, asserting that such practices constitute a malicious blockade against China.
The C919 is designed to compete with the Airbus A320 and Boeing 737. In recent years, China has increasingly purchased aircraft from Airbus due to concerns about reliance on Boeing, particularly after the U.S. halted spare parts supply to Russia following its invasion of Ukraine. However, the C919's reliance on U.S. controlled components remains a critical issue.
By the beginning of this year, COMAC had only 16 C919s in service but is now increasing production and has received nearly 1,000 orders, primarily from state-owned airlines and developing countries linked to China through economic loans. Limited information about the aircraft has been shared, with only mainland China and Hong Kong approving its use.
Certification from the European Union Aviation Safety Agency may take an additional three to six years, and the U.S. Federal Aviation Administration has yet to certify the aircraft. Despite China's advancements in various technologies, developing and certifying commercial aircraft has proven to be a significant challenge.
General Electric has played a crucial role in the C919's development, partnering with a Chinese military contractor to supply avionics and engines. The collaboration began shortly after COMAC's founding, with GE sharing advanced commercial avionics technology. This partnership has raised concerns about the implications for U.S. national security.
The complexities of building the C919 have been more challenging than anticipated, with its first public test flight occurring in May 2017, a year later than planned. Most initial C919s are operated by China Eastern Airlines, which established a separate brand for the aircraft before integrating it into regular operations after proving its reliability.
China Eastern commenced regular flights to Hong Kong in January, allowing the airline to test the aircraft's systems on an international route, which operates outside of mainland China's air traffic control framework.