Again, 2026 is just the date COMAC is requesting, the article states that certification will likely take 5 or more years, or around 2030.
COMAC C919
- Thread starter Deino
- Start date
2030(+) is imo closer to what will happen. C919 is not only a new aircraft but it is also made by COMAC, a newcomer for the West in the aircraft maker business. At least it uses well known Western suppliers which will make things faster on this aspect.
IMO I am with EASA on this. A single accident, and with China involved, it would deal a lethal blow to everyone involved (at least for Western operations). They are gonna scrutinize everything under the sun (as they should).
And it's not like COMAC is going to be in that much hurry. They are going to have their hands full with a lot of domestic and eventually Global South orders
2026 or 2030 wouldn't make too much of a difference as it still has a lot of work to do like increasing the supply china and production, and replace many components with domestic suppliers. The cost won't be competitive until majority of the components are from domestic suppliers (I mean the cost is much lower than Airbus and Boenf to make it a very good value).
Both EU EASA and US FAA have signed Bilateral Aviation Safety Agreements with China CAAC.
If both FAA and EASA act professionally, these certification shouldn't take that long as CAAC has inspected and certified all the testing by COMAC.
This also similarly apply to Airbus and Boeing when applying for CAAC airworthiness certification in China.
So 2005 and 2006 is a reasonably time frame.
If both FAA and EASA act professionally, these certification shouldn't take that long as CAAC has inspected and certified all the testing by COMAC.
This also similarly apply to Airbus and Boeing when applying for CAAC airworthiness certification in China.
So 2005 and 2006 is a reasonably time frame.
MwRYum
Major
The question is, will FAA and/or EASA truly act professionally?
EASA yanked out certification of Russian aircraft as part of the sanctions.
This includes certifications for the Tu-204, Sukhoi Superjet, Be-200, Ka-32 helicopter.
China just needs to increase production and make more C919 parts in China. US/EU certification is pointless in the short term. These certifications do not matter for sales to Southeast Asia, South America, or Africa.
China just needs to crank these aircraft out, make sales, and establish a support infrastructure.
This includes certifications for the Tu-204, Sukhoi Superjet, Be-200, Ka-32 helicopter.
China just needs to increase production and make more C919 parts in China. US/EU certification is pointless in the short term. These certifications do not matter for sales to Southeast Asia, South America, or Africa.
China just needs to crank these aircraft out, make sales, and establish a support infrastructure.
that article attached above is dated March 17, 2022
How many planes can they produce each year at their Shanghai plant?
Increasing the production of components is a bigger opportunity right now than simply getting the C919 to be less vulnerable to sanctions. Airbus and Boeing are desperate to increase production of the A320neo and 737MAX, with subcontractors being the biggest roadblock to expansion. Airbus and Boeing simply can't get enough of the components they need. Not only does the C919 rely on many of the same subcontractors, but a big investment in manufacturing those components would quickly secure production orders from Airbus and Boeing as well.