The United States is tightening export controls on aircraft parts to the Chinese state-owned manufacturer Commercial Aircraft Corporation of China (COMAC), raising concerns that the Chinese C919 passenger aircraft may face production challenges. Analysts suggest that the U.S. is using aircraft engines as a negotiating tool in response to China's rare earth export restrictions.
The U.S. Department of Commerce has limited the export licenses for aircraft parts to prevent COMAC from stockpiling, and has reportedly delayed approvals for parts destined for China, according to the Hong Kong-based Asia Times on October 7. The U.S. is also considering expanding regulations to include landing gear and hydraulic fluids.
Particularly concerning for China is the LEAP-1C engine, which is produced by CFM International, a joint venture between U.S. company GE Aerospace and French firm Safran. Last year, the U.S. temporarily halted engine export licenses to COMAC in response to China's rare earth export restrictions. Although export licenses resumed in July following progress in rare earth negotiations, approvals for individual engines have taken two to three months.
These export controls have directly impacted C919 production. COMAC initially aimed to deliver 75 C919 aircraft by 2025, but due to delays in engine supply and parts shortages, the target has been reduced to about 25. The actual delivery number stands at just 15. This year, the U.S. continues to restrict export licenses for aircraft parts, including engines, making it likely that C919 production will face significant difficulties.
It is noteworthy that the U.S. is leveraging aircraft engines as a countermeasure against China's rare earth restrictions. In response to U.S. tariffs last year, China limited rare earth exports, prompting the U.S. to apply pressure on aircraft parts and engines that are critical to China's key industries.
China is also accelerating its own engine development. The domestically produced CJ-1000A engine for the C919 has reportedly entered the final stage of airworthiness certification, but many experts believe it will take considerable time before it is commercially viable. The CJ-1000A completed its technical review in May 2026, but it must still pass additional hurdles, including type certification, production certification, and approval for installation on the C919. Asia Times predicts that a full replacement of the CJ-1000A for the C919 will be challenging before 2030.
* This article has been translated by AI.
Copyright ⓒ Aju Press All rights reserved.