Don't worry about domestic demand, the demand is much higher than want COMAC can provide, China still have to buy new Airbus a320s, but if the c919 project goes on the right track perhaps new Boeing 737s will no longer be needed.
COMAC C919
- Thread starter Deino
- Start date
Under these circumstances, do you believe FAA will still certify C919?
No. And FAA certification is not necessary, if COMAC want international certification, it can start in SEA like how ARJ-21 did, or EU's EASA.
Many thanks. mate. It's comforting to know. I guess C929 will follow the same path?
C929 is a long range plane which makes sense to add EASA or FAA certification. Otherwise you can only fly to limited destinations.
But you know, because of the Russian components, it will likely get sanctioned to hell and back. It depends.
Even without Russian components, the duopoly does not take competition lightly. Just ask Bombardier.
But you know, because of the Russian components, it will likely get sanctioned to hell and back. It depends.
Even without Russian components, the duopoly does not take competition lightly. Just ask Bombardier.
lcloo
Captain
At present C919 has received about 850 orders and options. These orders and options would take 10 to 15 years to complete.
China would need to bring in around 6,100 new aircraft in the C919 class according to Airbus, which mean there is a need to bring in around 4,000 to 5,000 Airbus and Boeing single-aisle jets even if COMAC is turning out C919 in full prooduction capacity for the next 20 years.
Which mean China can concentrate on domestic marker and put aside effect of US not issuing FAA certification for 15 to 20 years. And also the huge domestic demand for new aircraft is a big leverage for China against Boeing if US decides to ban China from buying engines and other components for C919 jets.
According to Airbus:-
According to Airbus’ 2018-2037 Global Market Forecast, new deliveries of passenger and freight aircraft for China will be more than 7,400 over the next 20 years. In the Small segment, typically covering the space where most of today’s single-aisle aircraft compete, there is a requirement for 6,180 new aircraft; in the Medium segment, for missions requiring additional capacity and range flexibility, represented by smaller widebodies and longer-range single-aisle aircraft, Airbus forecasts demand for 870 passenger and freight aircraft. For additional capacity and range flexibility, in the Large segment where most A350s are present today, there is a need for 240 aircraft. In the Extra-Large segment, typically reflecting high capacity and long range missions by the largest aircraft types including the A350-1000 and the A380, Airbus forecasts demand for 130 aircraft.
China would need to bring in around 6,100 new aircraft in the C919 class according to Airbus, which mean there is a need to bring in around 4,000 to 5,000 Airbus and Boeing single-aisle jets even if COMAC is turning out C919 in full prooduction capacity for the next 20 years.
Which mean China can concentrate on domestic marker and put aside effect of US not issuing FAA certification for 15 to 20 years. And also the huge domestic demand for new aircraft is a big leverage for China against Boeing if US decides to ban China from buying engines and other components for C919 jets.
According to Airbus:-
According to Airbus’ 2018-2037 Global Market Forecast, new deliveries of passenger and freight aircraft for China will be more than 7,400 over the next 20 years. In the Small segment, typically covering the space where most of today’s single-aisle aircraft compete, there is a requirement for 6,180 new aircraft; in the Medium segment, for missions requiring additional capacity and range flexibility, represented by smaller widebodies and longer-range single-aisle aircraft, Airbus forecasts demand for 870 passenger and freight aircraft. For additional capacity and range flexibility, in the Large segment where most A350s are present today, there is a need for 240 aircraft. In the Extra-Large segment, typically reflecting high capacity and long range missions by the largest aircraft types including the A350-1000 and the A380, Airbus forecasts demand for 130 aircraft.
I somehow thought that CAA and FAA have reached agreement on recognizing each other's airworthiness certification. Same for the case between CAA and EASA.
For example, once C919 has received all the certificates from CAA, FAA and EASA will only need the CAA paperwork to issue their own certificates for C919 instead of having to repeat all the tests, for example.
Is this not true?
lcloo
Captain
Yes, it is true.
Not exactly. The 2017 agreement is more of a programmatic document. The actual air worthyness certification of a particullar plane is still not shared. For example, China's ARJ-21 has been flying in China for years, but FAA have not certified it. The 737 max is first grounded in China by CAAC, and CAAC recertified the max much later than FAA did.