Jumbo Jet Collaborative Innovation

Entering the Global Arena

Strict inspection to meet international standards is required before the new airplane formally enters the market.

One of the remaining hurdles for China is obtaining a market entry certificate for its large commercial passenger airplane. To get the Standard Airworthiness Certificate, all airplanes must be tested in accordance with the international aviation safety standard system, either by the U.S. Federal Aviation Administration or the European Aviation Safety Agency. Jumbo jets are not permitted to fly over foreign territories without the certificate. C919 is currently undergoing tests to verify its safety.

China has signed bilateral airworthiness agreements with the U.S. and a few other countries. Twenty MA60 airplanes have been sold to seven foreign countries, including the Congo. Ninety-five Y12 airplanes have been sold to 20 countries, including Uganda. The approval of these models prompted Chinese aviation products to enter the international market.

China’s first domestically designed and produced regional jet ARJ21 prepares for takeoff from Shanghai to Chengdu where it will join the Chengdu Airlines fleet on November 29, 2015.

The ARJ21 regional jet, developed by COMAC, passed the Civil Aviation Administration of China inspection and was strictly reviewed by the FAA prior to the development of the C919. Chengdu Airlines Co., Ltd. used the ARJ21 commercially for the first time in 2015.

Wu Jian, who led the ARJ21 review team, is former vice director of CAAC East China Regional Administration. He said that the time needed for the C919 to acquire the airworthiness certificate should be greatly reduced after the tough inquiries made by the ARJ21 project. It took 12 years for the regional jet to qualify for commercial aviation transport.

In order for Chinese commercial aircraft to meet global requirements, China has been working on establishing an international standard safety system for the commercial aviation industry, but it will be some time yet before China catches up with its Western counterparts. The current airworthiness system in the U.S. and Europe was set up over five decades ago and is continuously being improved. Western countries, with their wealth of talent and experience, have progressed both in terms of safety and aircraft manufacturing capacity. In contrast, the airworthiness system in China is in its infancy and needs to be further developed.

There is still a long way to go before the C919 can compete with Boeing and Airbus. According to the Executive Editor of Aerospace Knowledge Wang Yanan, the C919 model used in test flights was the standard version and it is important to produce an improved and upgraded model in accordance with the international aviation development process. The standard model is still far from being a success on the international market. After it first rolled out the A320, it was 20 years before Airbus finally started making a profit.

COMAC has received 570 orders for the C919 from 23 customers including domestic airlines like Air China and international clients such as GECAS. COMAC has not yet confirmed the price of the C919 but it is expected to be under US $50 million. Similar models – the Boeing 737 and the Airbus A320 – cost US $50-80 million.

The C919 is already preparing for its maiden flight. This year will be milestone for commercial aviation in China. In addition to the C919 launch, COMAC will commence development of a wide-body aircraft, and aims to achieve unit production of the new regional jet ARJ21. China is on the cusp of a “Made in China” era for commercial aircraft.