China’s Aviation Ambitions Face Engine Hurdle, Despite Progress on C919
China’s ambition to become a major player in the global aerospace industry, challenging the dominance of Airbus and Boeing, hinges on a critical and complex engineering feat: building a reliable and commercially viable jet engine. While the nation has made strides with its C919 passenger jet, its dependence on foreign-made engines remains a significant vulnerability, highlighted by recent disruptions and supply chain challenges.
Commercial Aircraft Corp of China Ltd. (Comac), the state-owned manufacturer spearheading this effort, had hoped 2025 would be a breakthrough year. After delivering 12 C919s in 2024, the company initially aimed for 75 deliveries in 2025. However, that target was drastically scaled back to 25, and ultimately only 15 aircraft were delivered – an 80% shortfall – following a temporary suspension of U.S. Jet engine exports.
The C919 currently relies on engines produced by CFM International, a joint venture between GE Aerospace of the United States and Safran SA of France. This reliance became painfully apparent in May 2025, when the U.S. Retaliated against China’s restrictions on rare-earth mineral sales – crucial components in aircraft electronics and engines – by halting jet engine exports. Although the ban was lifted after a few weeks, the disruption significantly impacted Comac’s production schedule.
The situation underscores a broader challenge facing the aviation industry. Both Airbus and Boeing have struggled with deliveries in recent years, despite record-high demand for air travel, resulting in substantial backlogs. According to Airbus, approximately 80% of all new plane deliveries over the next two decades will be single-aisle aircraft, the category in which the C919 competes. Many of these orders were placed years in advance, meaning current delivery rates are struggling to keep pace with demand.
Comac’s predicament has galvanized efforts to develop a homegrown engine, the CJ-1000A, through the Aero Engine Corporation of China (AECC). This initiative is now seen as vital not only for aviation self-sufficiency but also as a key component of China’s broader economic strategy, particularly following challenges in the property sector.
Development of the CJ-1000A began in 2007, with a model first publicly displayed in 2011. While details remain limited, Zhang Yanzhong, a key figure in China’s commercial aviation development, indicated last August on state television that engine development typically takes around 20 years to mature, urging patience.
The CJ-1000A is currently undergoing certification by Chinese aviation regulators, a process expected to take up to two years. Following certification, further testing within a C919 aircraft will be required, potentially adding another two years before the engine is commercially available – meaning 2030 at the earliest. Officials are proceeding cautiously, recognizing the complexities involved in certifying such a critical component.
The cautious approach is understandable, given the challenges faced by even established engine manufacturers. Pratt & Whitney, for example, recently disclosed a manufacturing defect requiring extensive inspections of hundreds of engines.
Developing jet engines is notoriously difficult, demanding the ability to handle extreme pressures and temperatures while generating sufficient thrust. However, a consistent and reliable supply of engines is essential for Comac to achieve its ambitious goals.
IBA, an aviation market intelligence firm, projects Comac will deliver 86 C919s in 2030, assuming continued use of Western engines. While representing significant growth, this figure falls far short of the approximately 240 annual deliveries – roughly 20 per month – needed to pose a serious challenge to Airbus, and Boeing. Achieving that level of production will require a plentiful supply of domestically produced engines and components.
Recent assurances from U.S. President Donald Trump regarding continued engine sales offer a temporary reprieve, but the underlying geopolitical tensions remain. Against this backdrop, AECC’s efforts to commercialize the CJ-1000A are crucial if China hopes to become a credible competitor in the global commercial aviation market.
