Commercial aircraft
✓ Concept✓ Design✓ Build✓ Test✓ CertificationIn service · Now
First Chinese narrowbody at scale; slow output caused by LEAP engine supply shapes Asian leasing, MRO and parts demand.
The C919 is China's first large single-aisle airliner, designed and built by COMAC (Commercial Aircraft Corporation of China) to compete with the Airbus A320neo and the Boeing 737 MAX. It typically seats 156 to 168 passengers in two classes, or up to 192 in a single-class layout, and is powered by two CFM International LEAP-1C engines.
The C919 is China's attempt to build a large single-aisle airliner of its own, to compete with the Airbus A320neo and the Boeing 737 MAX. Work began in 2007 and the Commercial Aircraft Corporation of China (COMAC) was set up in Shanghai in May 2008 to lead it. COMAC chose a familiar Western recipe: a Chinese-designed airframe built largely by state aerospace plants, combined with engines and most major systems from Western suppliers, many through joint ventures with Chinese partners.
The design phase took about seven years. The first aircraft rolled out in Shanghai on 2 November 2015 and first flew on 5 May 2017, around three years later than first planned. Six test aircraft then flew a long certification campaign, and the Civil Aviation Administration of China (CAAC) issued the type certificate on 29 September 2022.
China Eastern Airlines received the first aircraft on 9 December 2022 and flew the first commercial service, Shanghai to Beijing, on 28 May 2023. Air China and China Southern followed, and international services began in 2026 (Air China, Beijing–Ulaanbaatar, 12 August 2026).
Setbacks: repeated schedule slips during development; heavy reliance on imported engines and systems, which exposes production to export controls and supplier shortages; and a slow production ramp-up. In 2026, 11 aircraft had been delivered by the end of September against the airlines' plan of 33, with LEAP engine supply a key constraint. The home-grown AECC CJ-1000A engine is being developed as an alternative. European (EASA) validation has been discussed but no date has been announced, so the aircraft flies only with Chinese operators for now.
The programme took 14 years from launch to first delivery, with repeated slips in flight testing and certification. Many of the aircraft's systems come from Western suppliers working through joint ventures in China, and the supply of LEAP-1C engines has limited how fast COMAC can build the aircraft. China's own CJ-1000A engine is intended to reduce that dependence but is still in certification.
COMAC reports more than 1,000 orders and commitments (1,061 in September 2023), mostly from Chinese airlines and lessors. Without validation by the European Union Aviation Safety Agency (EASA) or the US FAA, the aircraft cannot yet be sold widely outside China; EASA test pilots have flown it, but no validation date has been announced. Analysts at IBA forecast about 28 deliveries in 2026, rising to 59 in 2028 and 93 in 2030. For now the A320neo and 737 MAX remain dominant across Mid & Emerging Markets.
In service with China Eastern, Air China and China Southern. The in-service fleet was 31 aircraft at the end of 2025 (Cirium), and 11 more were delivered in 2026 to the end of September. Air China opened the first scheduled international route beyond Greater China in August 2026.
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2007 (year only)
Work on China's own large single-aisle airliner began in 2007, the starting point for what became the C919.
Why it matters: It marks the start of a state-backed effort to build a home-grown rival to the A320 and 737 families.
11 May 2008
Commercial Aircraft Corporation of China (COMAC) was set up in Shanghai to develop and build China's commercial airliners, with the C919 programme launched the same year.
Why it matters: COMAC is the single customer that Chinese and foreign suppliers must win to get onto the C919 and C909.
2 Nov 2015
The first C919 prototype was rolled out at COMAC's final assembly site in Shanghai.
Why it matters: Rollout showed the supply chain could deliver a complete airframe, eight years after work began.
5 May 2017
The first C919 prototype made its maiden flight, starting the flight test campaign.
Why it matters: First flight opened the multi-year test programme needed for Chinese certification.
27 Dec 2019
The sixth prototype, the last aircraft in the certification test fleet, made its maiden flight.
Why it matters: With the full test fleet flying, the programme could push towards type certification.
29 Sep 2022
The Civil Aviation Administration of China (CAAC) awarded the C919 its type certificate and airworthiness approval.
Why it matters: Chinese certification cleared domestic deliveries, though overseas sales still need foreign approvals.
9 Dec 2022
The first production C919 was handed over to China Eastern Airlines in Shanghai.
Why it matters: Airline service opens the door to MRO, spares and training demand around the type.
28 May 2023
China Eastern flew the first C919 commercial service, flight MU9191 from Shanghai Hongqiao to Beijing Capital.
Why it matters: Entry into service begins the in-service record that foreign regulators and buyers will watch.
28 Aug 2024
Air China and China Southern each took delivery of their first C919, making all three major state airlines operators.
Why it matters: Three operators widen the fleet base for maintenance, parts pooling and pilot training.
Nov 2025 (month only; reported 16 Jan 2026)
Test pilots from the European Union Aviation Safety Agency (EASA) flew the C919 at Shanghai Pudong as part of European validation work.
Why it matters: European validation is the key to export sales outside China's sphere, including Mid & Emerging Markets.
29 Jul 2026
The C919-600 prototype (registration B-002U), designed for high-altitude airports on the Tibetan Plateau, made its first flight and stays with COMAC for testing.
Why it matters: A plateau variant could open specialist routes and new operator demand, such as from Tibet Airlines.
12 Aug 2026
Air China opened daily C919 service CA723/CA724 between Beijing Capital and Ulaanbaatar, the type's first scheduled international route.
Why it matters: It is the first C919 flying under a foreign airport's oversight, a test case for future export operators.
15 Oct 2026 (deliveries counted to end Sep 2026)
COMAC said the C919 has carried more than 8.4 million passengers to 27 cities, but only 11 were delivered in the first nine months of 2026 against 33 the three airlines planned, with engine and labour shortages blamed.
Why it matters: Slow output, tied partly to CFM LEAP-1C engine supply, is the main risk for suppliers counting on COMAC's planned ramp-up.
Not dated (EASA estimated 2028–2031 in spring 2025)
EASA is validating the C919 under a bilateral safety agreement in force since 2020; no date has been set, and EASA's head estimated 2028 to 2031.
What to watch: Watch for EASA milestones, as validation would let operators outside China, including in the Gulf, Asia and Africa, take the type.
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Supplier roles as published (CSIS, 3 Dec 2020; AIVON for airframe sections). Some may have changed. Names without a link are not listed in the Aerospace Garage Directory; restricted companies are shown as a matter of record only.
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| Compared item | COMAC C919 | Airbus A320neo | Boeing 737 MAX 8 |
|---|---|---|---|
| Seats (two-class) | 156–168 (up to 192) | 150–180 | 162–178 |
| Range | 4,075 km (5,555 km extended) | up to 6,300 km | up to 6,570 km |
| Engines | CFM LEAP-1C (CJ-1000A planned) | CFM LEAP-1A or Pratt & Whitney PW1100G | CFM LEAP-1B |
| Entry into service | 2023 | 2016 | 2017 |
| Orders | over 1,000, mostly Chinese customers | over 10,000 (A320neo family) | over 5,000 (737 MAX family) |
| Certified by | CAAC (China) | EASA, FAA and others | FAA, EASA and others |
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