{"id":27599,"date":"2022-10-23T19:28:57","date_gmt":"2022-10-23T13:58:57","guid":{"rendered":"https:\/\/aviationa2z.com\/?p=27599"},"modified":"2022-10-23T19:35:09","modified_gmt":"2022-10-23T14:05:09","slug":"boeing-and-airbus-may-face-competition-from-chinese-made-narrow-body-aircraft-exclusive","status":"publish","type":"post","link":"https:\/\/aviationa2z.com\/index.php\/2022\/10\/23\/boeing-and-airbus-may-face-competition-from-chinese-made-narrow-body-aircraft-exclusive\/","title":{"rendered":"Boeing And Airbus May Face Competition From Chinese-made Narrow-body Aircraft | Exclusive"},"content":{"rendered":"\n

A narrow-body C919 aircraft<\/strong> being produced by the Commercial Aircraft Corporation of China received type certification from the Chinese Civil Aviation Administration (CAAC) at the end of September (COMAC<\/strong>) may compete with Airbus and Boeing.<\/p>\n\n\n\n

Shanghai is home to the state-owned COMAC, which was established in 2008. <\/p>\n\n\n\n

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COMAC C919 <\/figcaption><\/figure>\n\n\n\n
Given that COMAC is a state-owned company and that many Chinese carriers are also state-owned, analysts predict that the C919 will have little trouble finding a market in China. <\/pre>\n\n\n\n
China’s Traction <\/h2>\n\n\n\n
“The Chinese market for aeroplanes is extremely competitive<\/strong>, just as the Indian market. <\/p>\n\n\n\n
This creates a natural market for the COMAC C919<\/strong>, according to a pilot who asked to remain anonymous since it is against company policy for him to speak to the media. <\/p>\n\n\n\n
The pilot might be right. <\/p>\n\n\n\n
To accommodate its growing demand for commercial air travel, Boeing predicted that China would need 8,740 additional aircraft by 2040.<\/p>\n\n\n\n
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A220<\/figcaption><\/figure>\n\n\n\n
 China will require approximately 6,500 new single-aisle aircraft over the next 20 years, according to a Boeing research, while the widebody fleet, which includes passenger and cargo models, would require 1,850 new aircraft. <\/p>\n\n\n\n
According to Ishka Advice<\/strong>, a global provider of aviation data, information, and advisory services, Airbus and Boeing <\/strong>have mostly fought with one another in the mainstream narrow-body market for years. <\/p>
As a result of obtaining CAAC type certification for the C919, COMAC<\/em> is now close to competing. <\/p><\/blockquote>\n\n\n\n
This is a significant accomplishment for China, and depending on when production certification<\/strong> may be obtained, it may turn into an interesting challenge for the current Original Equipment Manufacturers, who are known for their well-liked ‘neo’ (Airbus narrow-body aircraft) and ‘MAX’ (Boeing narrow-body aircraft) <\/strong>offerings for China, the second-largest market in the world, the Ishka Advisory notes. <\/p>\n\n\n\n
Although COMAC poses a long-term competition to both Boeing and Airbus, Satyendra Pandey, Managing Partner, Aviation Advisory business, AT-TV<\/em>, emphasises that for the time being, it is only present in the China market. <\/p><\/blockquote>\n\n\n\n
Despite this optimism, there are many reasons why the Chinese manufacturer’s future<\/strong> does not appear to be very promising.<\/p>\n\n\n\n
The aircraft will initially need to demonstrate its capabilities during commercial flights. <\/p>\n\n\n\n
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B737 <\/figcaption><\/figure>\n\n\n\n
That entails millions of hours of uninterrupted flight, according to Pandey. He continues by mentioning the subject of aircraft liquidity.<\/strong>  <\/p>\n\n\n\n
“It is improbable that there will be buyers for this aircraft other than China given the geopolitical circumstances<\/strong>.<\/p>
 It is questionable whether the aircraft’s economics will draw carriers to it in that case as well. <\/p><\/blockquote>\n\n\n\n
A spokeswoman for Airbus responded to a request for comment on the implications of this event for Airbus and Boeing in the worldwide market by saying, “Congratulations to COMAC on receiving type certification of the C919.” <\/strong>Boeing remained silent. <\/p>\n\n\n\n
Airbus, Boeing well entreched <\/h2>\n\n\n\n
COMAC<\/strong> isn’t expected to provide Boeing or Airbus any competition, according to some in the business.  <\/p>\n\n\n\n
An expert notes that the only reason Regional Jet competitors Embraer<\/strong>, Bombardier, Mitsubishi, and Sukhoi <\/strong><\/em>are still in business is because they choose not to directly compete with Airbus or Boeing. <\/p><\/blockquote>\n\n\n\n
Even back then, a strategic alliance like Bombardier-Airbus was required to fully leverage Airbus’s marketing support for the (Bombardier) C-series aircraft (since renamed the A220 family). <\/p><\/blockquote>\n\n\n\n
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image credits to bloomberg<\/figcaption><\/figure>\n\n\n\n
Similarly, Embraer and Boeing engaged in a liaison with the goal of positioning the latter’s E-Jets to target the 100-130 passenger market <\/strong>immediately below the 737 family using Boeing’s marketing initiatives. <\/p>\n\n\n\n
Why India won’t argue?<\/h2>\n\n\n\n
Could the C919 provide Indian airlines wishing to grow their fleet with a third option given that India also needs narrow-body aircraft? <\/p>\n\n\n\n
The C919 will not be accepted in the Indian market, according to Nripendra Singh, Global Director, Aerospace and Defense, Frost and Sullivan, because of three to four “fundamental determinants<\/strong>,” including the fact that the new aircraft has not yet received certification from any international aviation regulator besides the Chinese. <\/p>\n\n\n\n
In order for an Indian airline to accept a new type of aircraft, the supply chain issue and maintenance of the new machine in the event that it is grounded must also be taken into consideration.<\/strong><\/p>
 The spare parts supply chain is not yet ready for COMAC<\/strong>. <\/p><\/blockquote>\n\n\n\n
The cost of the new aircraft is another justification offered by Singh. <\/p>\n\n\n\n
He points out that COMAC stated the aircraft would cost roughly $50 million <\/strong>when it was first being conceptualised, which is less than half of what an airline would pay for an aircraft of a similar model made by Boeing or Airbus.  <\/p>\n\n\n\n
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Image courtesy- engineering.com<\/figcaption><\/figure>\n\n\n\n
Singh, citing numerous accounts, claims that the cost of the C919 has since increased to roughly $100 million.  <\/strong><\/p>\n\n\n\n
According to him, the C919 is currently being put together in China with all the necessary components, such the avionics and engines, coming from abroad. <\/p><\/blockquote><\/figure>\n\n\n\n
Others list other reasons why the C919 will encounter difficulties. <\/p>\n\n\n\n
According to a senior commander and trainer with an Indian airline, the C919 is unlikely to gain much traction given that Indian and international carriers are focusing on introducing hybrid-wing technology aircraft. <\/strong><\/em><\/p>\n\n\n\n
Major airlines in India and throughout the world are focusing on the use of sustainable aviation fuel and blended-wing design technology<\/strong>. <\/p><\/blockquote>\n\n\n\n
As the aircraft is based on current designs, the C919<\/strong> will not assist any Indian or foreign carrier in achieving that goal, the Commander continues.<\/p>\n\n\n\n
Also read:  Gold’s Gym Owner Rainer Schaller dies in Costa Rica Plane Crash<\/a><\/p>\n\n\n\n
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 C919 produced by the Commercial Aircraft Corporation of China received type certification from the CAAC  may compete with Airbus and Boeing.<\/p>\n","protected":false},"author":2,"featured_media":27613,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_monsterinsights_skip_tracking":false,"_monsterinsights_sitenote_active":false,"_monsterinsights_sitenote_note":"","_monsterinsights_sitenote_category":0,"footnotes":""},"categories":[399,6761],"tags":[197,7479,2030,393,248,7480,7481],"class_list":{"0":"post-27599","1":"post","2":"type-post","3":"status-publish","4":"format-standard","5":"has-post-thumbnail","7":"category-featured","8":"category-news","9":"tag-airbus","10":"tag-airbus-vs-boeing-vs-c919","11":"tag-aviation-a2z-news","12":"tag-aviation-news","13":"tag-boeing","14":"tag-c919","15":"tag-caac"},"_links":{"self":[{"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/posts\/27599","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/users\/2"}],"replies":[{"embeddable":true,"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/comments?post=27599"}],"version-history":[{"count":2,"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/posts\/27599\/revisions"}],"predecessor-version":[{"id":27620,"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/posts\/27599\/revisions\/27620"}],"wp:featuredmedia":[{"embeddable":true,"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/media\/27613"}],"wp:attachment":[{"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/media?parent=27599"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/categories?post=27599"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/aviationa2z.com\/index.php\/wp-json\/wp\/v2\/tags?post=27599"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}