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Comac is moving forward with the development of the C929 and C939 widebodies to break the Western duopoly, but it faces a major obstacle: dependence on international engines and certifications. Without Western technology, can China really get its jumbos off the ground?
China wants to change the game in commercial aviation. And it’s not new. The country’s ambition to enter the select group of wide-body aircraft manufacturers is more alive than ever. But wait a minute… it’s not just any plane. Beijing doesn’t just want to manufacture regional or single-aisle models – like the C919, which is already on the market. The plan now is much bolder: to build a Chinese jumbo capable of competing directly with Airbus and Boeing.
The state-owned Comac (Commercial Aircraft Corporation of China) already has concrete projects in this direction, the C929 and C939. But there is one problem: making a successful widebody without help from the West will not be easy.
The new giants of the air: C929 and C939
Comac isn't just playing with paper airplanes. The C929, for example, promises to carry up to 440 passengers and reach a range of 12.000 km, which means it could fly from Shanghai to New York without having to stop along the way. In practice, it would be a direct rival to the Boeing 787 Dreamliner and the Airbus A350.
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The C939, still in the study phase, should be even larger, with a size similar to the Boeing 777 and even the iconic 747. China wants these planes flying as soon as possible, preferably within a shorter time frame than it took Western manufacturers to develop their first wide-body models. But the question is: Is it possible to do it? this alone?
Obstacles in the way: Dependence on the West
Here comes the tricky part of the story. Building a widebody isn’t just about putting together a fuselage and wings – it’s much more complex. The biggest challenge? The engines. Without them, an airplane is just a pile of expensive metal parked in a hangar.
And guess what? China still relies on Western engines. The C919, for example, uses engines manufactured by CFM International, a joint venture between the American company GE and the French company Safran. In other words, if the US and Europe decide to turn off the technological tap, the Chinese dream could get very complicated.
There is another detail that many people forget: international certification. To compete in the global market, any aircraft needs approval from regulators such as the FAA (Federal Aviation Administration) and EASA (European Aviation Safety Agency). Without this, forget about flying to major markets such as the United States and the European Union. And let's face it, what's the point of a jumbo jet if it can't fly across the world's main skies?
The case of engines: A technological bottleneck
According to SCMP, engines are by far China's biggest weakness in this race. Building a widebody is already complicated, but developing reliable, efficient and competitive engines is another story. You can't just put any engine in and go flying. safety and efficiency are everything in this market.
China is even trying to make up for lost time. The country is investing in the ACAEE CJ-2000, a domestically manufactured engine. But let's be realistic: even if it is ready, it will take years to reach the level of Rolls-Royce or GE engines. And time, in this market, means money – lots of money.
China's strategy to break barriers
Comac knows that it doesn't can afford to wait for technology national mature. So what's the plan? Well, basically three things:
Dominate the domestic market – China has a huge air traffic volume, and widebodies are already used on high-demand domestic routes, such as Beijing-Shanghai. In other words, even if the C929 and C939 are not approved in the West, there will always be a guaranteed domestic market.
Betting on emerging markets – While Airbus and Boeing dominate the skies over North America and Europe, Comac can target countries in Asia, Africa and Latin America, where regulatory requirements are less stringent. And, of course, we are talking about markets that have strong economic ties with China.
Foster international cooperation – The more Western companies participate in the project, the less political resistance there will be to the advancement of Chinese aviation. Some industry giants, such as Germany’s Liebherr, have already shown interest in collaborating.
The Chinese came to catalyze the evolution of humanity in this century. Who doesn't remember the imperialist monopoly of Ray-O-Vac batteries? Of Xerox copiers? English and American imperialism are over. Soon, Trump will kneel down and kiss the balls of the Chinese, who work hard and in silence, like all Asians.
Who is the crazy person who would fly on a Chinese plane? It will certainly crash on the flight, just like the submarine that sank the day before the inauguration.
There go the Chinese to reverse technology and then claim in the media that they developed the engine on their own.