Introduction to COMAC
Commercial Aircraft Corporation of China (COMAC) was officially established on May 11, 2008. It was formed through a collaboration involving major Chinese entities such as the Aviation Industry Corporation of China (AVIC), Aluminum Corporation of China, Baosteel, Sinochem, Shanghai Guosheng Corporation, and the State-owned Assets Supervision and Administration Commission (SASAC), which manages Air China. COMAC is a conglomerate, similar in structure to Russia’s United Aircraft Corporation (UAC), which includes well-known entities like Ilyushin, Tupolev, and Sukhoi. COMAC integrates all of China’s aircraft manufacturing capabilities, encompassing 13 different companies, both military and civilian, and is wholly government-owned.
This article will delve into the civilian aspects of COMAC, tracing its development from its inception to its current status as a potential disruptor of the long-standing Airbus/Boeing duopoly in the aviation industry.
Historical Background and Initial Development
COMAC’s origins can be traced back to 1951 with the establishment of one of its major shareholder companies, AVIC, initially known as the Aviation Industry Bureau under the Ministry of Heavy Industry. Initially focused on replicating military aircraft under license from the USSR, Chinese companies such as Chengdu, Shenyang, and Xian produced thousands of aircraft, including over 2,400 J-7 fighter jets, a licensed version of the Soviet MiG-21. During the 1980s, Chinese aviation primarily catered to military needs, with little emphasis on civilian aircraft as the majority of the population was barred from air travel, reserved only for senior members of the Chinese nomenklatura and select foreigners.
The Sino-Soviet split in the late 1950s marked a shift towards self-sufficiency in all sectors, including aviation. However, it wasn’t until the economic reforms of the late 1970s and early 1980s, catalyzed by events such as President Nixon’s historic 1972 visit, that China’s aviation sector began to evolve rapidly. The economic boom and resultant increase in foreign investment transformed the airline industry, leading to the establishment of several major airlines from the former monopoly of the Civil Aviation Administration of China (CAAC).
- Air China, based in Beijing, succeeded CAAC as China’s flag carrier.
- China Eastern Airlines, headquartered in Shanghai.
- China Southern Airlines, based in Guangzhou.
- China Northwest Airlines in Xi’an, later merged into China Eastern.
- China Northern Airlines in Shenyang, later merged into China Southern.
- China Southwest Airlines in Chengdu, later merged into Air China.
These developments necessitated modernization and expansion of fleet capacities to handle increasing passenger demand, shifting from Soviet models to more advanced Western aircraft.
COMAC’s Entry into Aircraft Manufacturing
The early stages of COMAC’s involvement in aircraft manufacturing began with project initiatives like the Shanghai Y-10 in the 1970s, a retro-engineered version of the B707. Although the Y-10 project, hindered by a lack of suitable local engines and resulting in only three prototypes, did not progress to mass production, it set the groundwork for future developments. In 1987, a significant partnership was formed with McDonnell Douglas to assemble MD-80/82/83/90 aircraft kits in China, which saw the production of 35 aircraft before McDonnell Douglas’s bankruptcy and subsequent merger with Boeing in 1997.
Recent Developments and Current Lineup
Building on earlier experiences, COMAC launched the ARJ-21 project, China’s first modern regional jet, which was designed using a shortened MD-80/90 fuselage combined with a supercritical wing and GE CF34 engines. Despite a protracted development period marked by certification challenges and design alterations, the ARJ-21 commenced commercial flights in 2016 with Chengdu Airlines. The model, primarily serving Chinese operators due to its lack of EASA or FAA certification, paved the way for the more ambitious C919, a direct competitor to the Airbus A320 and Boeing 737 families.
The C919, which incorporates contemporary technologies and engines similar to those used in its Western counterparts, represents a significant technological leap for COMAC. With the C919, COMAC aims to challenge the dominance of Airbus and Boeing in the narrowbody market segment. Meanwhile, COMAC has also initiated the development of the C929, a widebody aircraft designed to compete with the Airbus A350 and Boeing 787, signaling COMAC’s entry into the long-haul market.
Concluding Thoughts: Breaking the Duopoly
As COMAC continues to expand and innovate within the aviation industry, it faces numerous challenges, including scaling up production, navigating complex geopolitical landscapes, and achieving certification from Western aviation authorities. However, its emergence as a significant player represents a potential shift in the global aviation market, historically dominated by Airbus and Boeing. COMAC’s progress could foster greater innovation and competitiveness in the industry, ultimately benefiting airlines and passengers alike.