{"id":72985,"date":"2023-10-15T21:57:30","date_gmt":"2023-10-16T01:57:30","guid":{"rendered":"https:\/\/ifintechworld.com\/markets\/china-is-now-in-the-aircraft-business-boeing-watch-out\/"},"modified":"2023-10-15T21:57:32","modified_gmt":"2023-10-16T01:57:32","slug":"china-is-now-in-the-aircraft-business-boeing-watch-out","status":"publish","type":"post","link":"https:\/\/ifintechworld.com\/?p=72985","title":{"rendered":"China Is Now in the Aircraft Business. Boeing, Watch Out."},"content":{"rendered":"
\n

Even as China struggles with daunting financial and demographic problems, it has been going from strength to strength technologically. The No. 2 economy dominates solar-energy and electric-vehicle supply chains. It struck back in electronics with the latest Huawei phone powered by domestic 7-nanometer semiconductors.<\/p>\n

Now comes civil aviation\u2019s turn, Beijing claims. The C919\u2014state-owned Commercial Aircraft Corporation of China\u2019s would-be midrange answer to Boeing\u2019s 737 and Airbus\u2019 A-320\u2014lately bagged its first big order, for 100 planes, from
\n China Eastern Airlines.<\/span>\n <\/p>\n

\n

\u201cThe C919 is expected to break the market duopoly of Boeing and Airbus,\u201d the official China Daily crowed. <\/p>\n

Not quite. The C919 is no match for the established workhorses of the sky. \u201cFrom a design perspective, it can\u2019t hold a candle to the 737 or A-320,\u201d says Scott Kennedy, senior adviser in Chinese economics at the Center for Strategic and International Studies.<\/p>\n

Even if it could, Comac, as the manufacturer is known, will need years if not decades more to gear up production. \u201cAirbus or Boeing can produce 100 airplanes a month,\u201d says Scott Hamilton, founder of aerospace consultant Leeham. \u201cThe C919 is lucky to produce two.\u201d <\/p>\n

The new aircraft also needs safety certifications outside China to fly internationally, its logical role with a 3,500-mile range. That won\u2019t happen overnight either, says Shukor Yusof, founder of Malaysia-based consultant Endau Analytics. <\/p>\n

\u201cThe plane has to clock hours and meet stringent tests,\u201d he says. \u201cThey can\u2019t overcome these hurdles in a short space of time.\u201d <\/p>\n

The C919\u2019s emergence is still bad news for
\n Boeing
\n (ticker: BA). The U.S. giant reaped a quarter of its sales from China in better days, Hamilton says. Washington\u2019s trade war has slowed that to a trickle. <\/p>\n

\n Airbus
\n (AIR.France) has practiced more effective diplomacy. CEO Guillaume Faury tagged along on French President Emmanuel Macron\u2019s visit to Beijing in April and announced a new assembly line at the company\u2019s Tianjin factory. That\u2019s probably one reason Airbus\u2019 stock has nearly regained prepandemic levels, while Boeing\u2019s is down 40%. <\/p>\n

The C919 may not hold a candle to the 737 in an open market. But China, which will probably order thousands of new planes this decade, is hardly an open market. The top three airlines are state-owned and will ultimately buy what the government tells them to. Beijing may also \u201carm-twist\u201d regional tourist destinations like Indonesia or Thailand into early certification and orders for the C919, Shukor says. <\/p>\n

That\u2019s only half the politics involved. Some 70% of the C919\u2019s components come from Western suppliers, including U.S. industrial icons such as
\n General Electric
\n (GE), which makes the engines jointly with France\u2019s
\n Safran
\n (SAF.France);
\n Honeywell International
\n (HON), which provides wheels and brakes; and navigation from Rockwell Collins (COL). <\/p>\n

The U.S. Defense Department included Comac on a potential sanctions list in the last days of the Trump administration. Successor Joe Biden has left the C919 supply chain intact. That\u2019s a good call, CSIS\u2019 Kennedy says, with little chance that well-known civilian technology could advance China\u2019s military planes. \u201cI haven\u2019t heard anyone from the military say the C919 is a threat,\u201d he says. <\/p>\n

Washington\u2019s dovish stance also keeps the door open for Chinese rapprochement with Boeing. <\/p>\n

Building airplanes is the ultimate industrial long game, and China is determined to master it, eventually. \u201cIt took 40 years for Airbus to reach parity with Boeing,\u201d Hamilton says. \u201cChina will be viable in another generation or two.\u201d <\/p>\n

Until then, it\u2019s complicated. <\/p>\n<\/p><\/div>\n<\/div>\n

Read the full article here<\/a><\/p>\n","protected":false},"excerpt":{"rendered":"

Even as China struggles with daunting financial and demographic problems, it has been going from strength to strength technologically. The No. 2 economy dominates solar-energy and electric-vehicle supply chains. It struck back in electronics with the latest Huawei phone powered by domestic 7-nanometer semiconductors. Now comes civil aviation\u2019s turn, Beijing claims. The C919\u2014state-owned Commercial Aircraft […]<\/p>\n","protected":false},"author":1,"featured_media":72071,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"gallery","meta":{"footnotes":""},"categories":[241],"tags":[83],"class_list":["post-72985","post","type-post","status-publish","format-gallery","has-post-thumbnail","hentry","category-markets","tag-featured","post_format-post-format-gallery"],"yoast_head":"\nChina Is Now in the Aircraft Business. 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