By Waldaniel Amadis | 2025-06-04

SÃO PAULO -- A potential deal to sell as many as four C919 aircraft to Brazil's Total Linhas Aéreas (TLA) is revealing critical hurdles for China's ambitious state-owned Commercial Aircraft Corporation of China (Comac).

While the deal remains contingent on key certifications, it exposes Comac's structural vulnerabilities: a limited global support network, little operational experience outside China and serious concerns over its ability to provide spare parts and competitive aftermarket services.

Negotiations, now at an advanced stage, could make TLA, focused on cargo and charter flights, the third international operator to acquire the C919, the narrow-body aircraft developed by Comac.

In September 2023, Reuters reported that GallopAir, based in Brunei, had placed an order for 15 C919s and 15 ARJ21s the previous year, in a move widely interpreted as a gesture of strategic alignment with Beijing.

Indonesia's TransNusa, meanwhile, in 2023 became the first foreign carrier to operate the ARJ21-700. It deployed three of the regional jets with a capacity of up to 90 passengers. The use marked Comac's first commercial steps outside the Chinese market.

Discussions with Comac had been ongoing for months and included a financing deal backed by the China Development Bank, TLA majority shareholder Paulo Almada said in September.

The arrangement would cover up to 80% of the purchase price, with loans repayable over 10 to 12 years. Each aircraft is valued at approximately $90 million.

An uncertain horizon

Despite optimism from TLA, the future of the C919 in international markets remains unclear.

Without certification from foreign regulators, TLA aims to operate the aircraft on charter flights under the Aircraft, Crew, Maintenance and Insurance (ACMI) model, a common leasing strategy used to meet seasonal demand. Pilot and mechanic training would take place in China.

The implications for the Brazilian market primarily would be external, said Adalberto Febeliano, an aeronautical engineer and aviation specialist.

"Azul and Latam rely on the Airbus A320 in this segment, and Gol on the Boeing 737 Max 8. The C919 would compete directly with those European and American models, offering a technically viable alternative for most Brazilian routes," he told Entorno.

Still, Comac's ability to provide robust technical support remains a key concern.

"It's unclear how far the Chinese company is prepared to go in supporting complex operations, particularly regarding hardware supply, engineering services and crew training," Febeliano added.

Brazilian airlines that operate narrow-body aircraft typically maintain fleets of about 150 units.

"Just to train pilots, companies need roughly 2,000 captains and copilots, with about 18 crews in weekly training cycles. That [schedule] alone demands at least four flight simulators per airline," he explained.

The C919 poses no immediate threat to the Brazilian plane maker Embraer, said Febeliano. "The [Embraer] E195-E2 is slightly smaller than the A320 or the 737 Max 7 but offers a comparable seat-mile cost, making it ideal for lower-density markets."

Dependence and delays in Europe

The C919 is unlikely to enter the European market before 2028. In an April interview with L'Usine Nouvelle, Florian Guillermet, executive director of the European Union Aviation Safety Agency, said certification would take "between three and six years."

Brazil's National Civil Aviation Agency (ANAC) confirmed to Entorno that it has not received any formal request to certify the C919, adding another layer of complexity to the deal.

The timeline represents a setback for Comac, which had hoped to secure European approval by 2025. With that door temporarily closed, the Chinese manufacturer is shifting its focus toward emerging markets such as Brazil.

Another major hurdle for the C919 is its heavy reliance on components made outside China, many sourced from US and European suppliers. From engines and avionics to flight control systems, the aircraft's dependence on foreign technology could complicate both certification efforts and operational reliability abroad.

Although China aims to reduce this dependence, more than half of the aircraft's value still derives from foreign technologies.

The situation has worsened under mounting trade tensions. The current US administration suspended key technology exports to China, including aircraft engines, semiconductors and chip design software.

Comac has begun to feel the strain. The suspension of export licenses for engines, software and other critical components has delayed international certification efforts and disrupted the C919's production and maintenance processes, further complicating its global ambitions.