China’s?aircraft industry is at a pivotal moment. For years, domestic jets mainly served local aviation demand. Now, Chinese aircraft manufacturers are aiming higher, preparing to compete internationally, reshape the future of aviation, and boost the country’s industrial and economic clout.

Leading this transformation is COMAC, the Commercial Aircraft Corporation of China. Air Data News reported that Air Cambodia had secured a deal for 10 C909s — the largest C909 order outside China — making it the fourth international operator after TransNusa, Lao Airlines, and Vietjet Air. Meanwhile, AirAsia is actively discussing becoming the first foreign operator of the C919, China’s flagship narrow-body jet. At the Hong Kong Belt & Road Initiative Summit, AirAsia CEO Tony Fernandes said: “We are actively discussing becoming the first foreign airline to operate the C919.”

Even outside Asia, interest is building. At a European aviation conference earlier this year, The Irish airline?Ryanair CEO Michael O’Leary remarked: “If it were cheap enough, 10 or 20% cheaper than an Airbus aircraft, then we’d order it.” His comment underscores that COMAC’s aircraft are starting to get real attention in both domestic and overseas markets.

From regional jets to the C919

COMAC’s story began with the C909, a regional jet seating 78–90 passengers. It has proven to be a dependable workhorse for secondary routes across China and Southeast Asia. Its ability to serve smaller airports has made it especially attractive to carriers seeking flexibility.

The C919 is the second?step. With room for up to 174 passengers and a range of about 3,400 miles, it is designed for short to medium-haul routes — the bread and butter of global airline traffic. More than just numbers, the C919 symbolizes China’s leap into producing modern aircraft that can stand alongside long-established models.

According to Cirium, in September 2025, Air China operated 530 C919 flights, China Eastern Airlines operated 1,100, and China Southern Airlines operated 535. That track record shows the jet is gaining real operational experience at home, experience that will be essential for building trust abroad.

As of March 2025, COMAC had 1,317 firm orders, 155 options, and 185 deliveries. While most deliveries are still C909s, the C919’s steady rollout in domestic fleets, including at China Eastern, suggests growing confidence in homegrown aircraft. The question is whether that confidence can travel?in the world civil aviation market.

Looking ahead: the promise of the C929

COMAC is also developing the C929, a wide-body designed to seat 280–320 passengers and range-topping 7,000 miles. This is its boldest project yet, aimed squarely at the long-haul market. Pulling it off would prove China can build aircraft for intercontinental operations rather than just regional ones.

The C929 isn’t just another model; it tests China’s aerospace ambitions. If successful, it will open doors to the most lucrative aviation sectors, expand high-value manufacturing, and push domestic innovation in materials and engineering. However, skeptics will point out that wide-body jets face higher hurdles, including international certification, maintenance networks, and airline willingness to risk unproven platforms.

Why COMAC could succeed internationally

Several factors suggest COMAC has real overseas potential. Airlines across Asia, Africa, and Latin America are expanding fast but are also highly cost-sensitive. COMAC’s jets offer carriers a cheaper way to grow fleets without overstretching budgets.

Equally important, the C909 and C919 are already logging thousands of domestic flights. That reliability record matters for regulators and airlines weighing the risks of trying something new.

Strategic initiatives like the Belt & Road are also more than sales channels. They are about building ecosystems of trade, logistics, and aviation partnerships that give COMAC a growing market and a supportive runway for growth.

The bigger picture

COMAC’s progress represents more than aircraft deliveries; it signals the rise of a serious new player in global aviation. Endorsements from figures like Tony Fernandes and Michael O’Leary show the company is no longer being ignored.

Success would prove that Chinese engineering can meet?the?international standard and demand, generate high-value economic opportunities, and establish the country as a trusted supplier in one of the world’s most competitive industries.

With the C909 laying the groundwork, the C919 proving itself in daily operations, and the C929 targeting long-haul markets later this decade, COMAC’s climb onto the global stage looks less like a dream and more like an unfolding reality.