Aircraft Orders & Deliveries
Comac’s C919 Surge Challenges Airbus-Boeing Duopoly
China’s Comac ramps C919 production to 75 aircraft by 2025, challenging Airbus-Boeing dominance amid global supply chain shifts and certification hurdles.
The Commercial Aircraft Corporation of China (Comac) has emerged as a pivotal player in global aerospace manufacturing with its ambitious C919 production ramp-up. This single-aisle jet represents China’s most significant challenge yet to the Airbus-Boeing duopoly, with production targets now increased to 75 aircraft in 2025 – a 50% boost from previous plans. This strategic move coincides with Western manufacturers grappling with supply chain constraints, creating a unique window for China’s aviation ambitions.
Comac’s production expansion signals more than just industrial scaling; it reflects China’s determination to reduce foreign aerospace dependence. With 16 C919s already operational in domestic routes and 27 more scheduled for 2025 delivery, the program has transitioned from prototype testing to commercial reality. The manufacturer’s procurement budget surge to 34 billion yuan ($4.7 billion) underscores the program’s strategic priority in China’s tech development agenda.
Comac’s Shanghai facilities are undergoing rapid transformation to meet revised targets. The company plans to achieve 100 aircraft annually by 2026, leveraging expanded assembly lines and enhanced supplier coordination. This growth trajectory positions Shanghai to rival traditional aviation hubs like Toulouse (Airbus) and Everett (Boeing) within a decade.
The production boost addresses substantial domestic demand, with China’s “Big Three” airlines – Air China, China Eastern, and China Southern – each holding orders exceeding 100 C919s. Industry analysts note this captive market provides Comac with guaranteed baseline production through 2031, even before considering international sales.
“Comac’s 70% year-on-year procurement cost increase shows the intensity of their scaling efforts. They’re essentially building an entire aviation ecosystem from scratch,” observes Aviation Week’s manufacturing analyst.
While domestic operations expand, Comac faces significant hurdles in global market penetration. The C919 currently only holds Chinese certification, with European EASA and American FAA approvals remaining elusive. Comac Deputy General Manager Shen Bo emphasizes certification as a strategic priority, but industry experts suggest this process could take 5-7 years given geopolitical tensions.
The company’s ARJ21 regional jet offers cautionary insights – operational since 2016 but only certified in China and Indonesia. Comac is pursuing creative partnerships to bypass certification barriers, including a notable deal with Brunei’s GallopAir for 30 aircraft. However, most international orders remain symbolic without crucial Western approvals.
Comac’s expansion coincides with production increases at Airbus (targeting 75 A320s/month by 2027) and Boeing’s 737 recovery efforts. While Western manufacturers still dominate narrow-body production, Comac’s 200-unit annual target for 2029 would capture 8-10% of the global market share – significant for a new entrant. The geopolitical dimension amplifies Comac’s growth. With US-China trade tensions affecting Boeing’s China deliveries (0 737 MAXs delivered in 2023), Chinese airlines face increasing pressure to support domestic manufacturers. This dynamic creates a protected market environment for Comac’s initial scaling phase.
Comac’s progress suggests the C919 could become Asia’s default narrow-body option within a decade, particularly for nations seeking alternatives to Western manufacturers. The company’s Vietnam outreach and Indonesia certification indicate a “Belt and Road” aviation strategy mirroring China’s broader economic initiatives.
However, technical challenges persist. The C919 still relies on foreign suppliers for critical components like CFM International LEAP engines. While Comac is developing the CJ-1000A domestic engine, this replacement won’t enter service until 2030 at earliest, maintaining Western leverage over production.
“Comac isn’t just building planes – they’re building an alternative aerospace supply chain. Every C919 delivered reduces China’s aviation import dependency by $120 million,” notes a CAPA Aviation report.
Comac’s production surge marks a new phase in global aviation competition. While the C919 currently serves domestic needs, its scaling demonstrates China’s capacity for complex manufacturing ecosystems. The 75-aircraft target for 2025, while modest compared to Airbus/Boeing outputs, shows credible progress toward becoming a third viable option in narrow-body markets.
The coming decade will test Comac’s ability to transition from protected domestic operator to global competitor. Success depends on overcoming certification barriers, developing indigenous technologies, and maintaining political support. As the aviation industry enters its most competitive phase since the 1970s, Comac’s trajectory could reshape aerospace manufacturing geopolitics.
What’s the C919’s current production rate? How does the C919 compare to Airbus/Boeing models? When will the C919 receive international certifications? Sources:
Comac’s C919 Production Surge: Reshaping Global Aviation
Accelerating Domestic Production Capacity
International Certification Challenges
Shifting Global Market Dynamics
Future Trajectory and Industry Implications
Conclusion
FAQ
Comac delivered 5 C919s in 2023 and plans 50+ in 2025, scaling to 200 annually by 2029.
It competes directly with A320neo and 737 MAX, offering comparable range (2,200-3,000 nm) and seating (158-192 passengers).
EASA certification is estimated for 2028-2030, contingent on geopolitical factors and technical evaluations.
Aviation Week,
South China Morning Post,
Aviacionline,
Mexico Business News
Aircraft Orders & Deliveries
BOC Aviation Renews $3.5B Credit Facility with Bank of China to 2031
BOC Aviation extends its $3.5 billion revolving credit facility with Bank of China to 2031, securing liquidity for aircraft investments and growth.
This article is based on an official press release from BOC Aviation.
BOC Aviation Limited has officially announced the renewal of its US$3.5 billion unsecured revolving credit facility (RCF) with its majority shareholder, the Bank of China. Confirmed on February 16, 2026, the transaction extends the maturity of the facility to February 13, 2031, providing the Singapore-based lessor with a five-year horizon of secured liquidity.
The renewal maintains the facility’s total value at the same level established during its 2020 expansion. According to the company, this move is designed to bolster financial flexibility and ensure consistent access to capital for aircraft investments, regardless of broader market cycles. The agreement underscores the continued financial backing BOC Aviation receives from its parent company, a critical differentiator in the competitive aircraft leasing sector.
The renewed agreement is an unsecured revolving credit facility, a structure that allows BOC Aviation to draw down, repay, and re-borrow funds as needed up to the US$3.5 billion limit. By extending the maturity date to 2031, the lessor secures a long-term funding runway to support its growth strategy.
Steven Townend, Chief Executive Officer and Managing Director of BOC Aviation, emphasized the strategic importance of this renewal in a statement released by the company. He highlighted the alignment between the lessor and its parent organization.
“This RCF extension reflects the confidence that Bank of China has in the future of our business and underscores the depth of our relationship with our major shareholder. The facility strengthens our financial flexibility and ensures our access to ample liquidity to support our aircraft investments across the cycle.”
, Steven Townend, CEO of BOC Aviation
The credit facility has grown significantly alongside BOC Aviation’s fleet over the last two decades. The company provided a timeline of the facility’s evolution, illustrating the increasing scale of support from the Bank of China:
This liquidity event occurs against a backdrop of significant operational activity for the lessor. As of December 31, 2025, BOC Aviation reported a total portfolio of 815 aircraft and engines, including owned, managed, and ordered assets. The company’s reach extends to 87 airlines across 46 countries and regions.
Data released regarding the full year 2025 indicates robust activity, with the company taking delivery of 51 new aircraft and executing a record 333 transactions. These transactions included 160 aircraft purchase commitments, signaling an aggressive growth posture that necessitates substantial available capital. In addition to the RCF renewal, BOC Aviation has recently moved to diversify its funding sources. In early February 2026, the company successfully priced US$500 million in senior unsecured notes. The combination of these notes and the renewed RCF provides a multi-layered capital structure to fund future acquisitions.
The renewal of this facility highlights a structural advantage for BOC Aviation compared to independent lessors. In a high-interest-rate environment or during periods of market volatility, the cost of funds is a primary determinant of a lessor’s profitability. The direct backing of a major state-owned bank allows BOC Aviation to secure large-scale liquidity that might be more expensive or difficult to arrange for competitors without similar parentage.
Furthermore, with supply chain constraints continuing to affect Airbus and Boeing deliveries in 2026, lessors with ready cash are better positioned to execute sale-and-leaseback (SLB) transactions with airlines desperate for liquidity. By locking in US$3.5 billion in revolving credit through 2031, BOC Aviation is effectively positioning itself to act as a liquidity provider to the airline industry, potentially acquiring assets at attractive valuations while manufacturers struggle to meet delivery targets.
BOC Aviation Secures US$3.5 Billion Facility Renewal with Bank of China
Transaction Details and Management Commentary
Historical Evolution of the Facility
Operational Context and Financial Position
AirPro News Analysis
Sources
Photo Credit: BOC Aviation
Aircraft Orders & Deliveries
Air Astana Orders 15 Boeing 787-9 Dreamliners to Expand US Routes
Air Astana finalizes $7B order for 15 Boeing 787-9 Dreamliners to modernize its fleet and enable direct flights to North America starting 2026.
This article is based on an official press release from Boeing and Air Astana.
On February 17, 2026, Air Astana JSC, the flag carrier of Kazakhstan, officially finalized a major agreement with Boeing for up to 15 Boeing 787-9 Dreamliner aircraft. The deal, announced in Seattle, marks the largest single aircraft purchase in the airline’s history and signals a pivotal shift in its long-haul strategy. Valued at approximately $7 billion at list prices, the agreement is designed to modernize the carrier’s widebody fleet and facilitate direct operations to North America.
The acquisition comes at a critical transition point for the Airlines, coinciding with a leadership change and following its recent IPO. According to the official announcement, the new fleet will replace aging Boeing 767s and provide the range necessary to navigate complex geopolitical airspace restrictions while connecting Central Asia to the United States.
The agreement creates a long-term pipeline for fleet renewal. According to details released regarding the Contracts, the order for 15 aircraft is structured in three tiers:
While the newly purchased jets are scheduled for delivery between 2032 and 2035, Air Astana will begin operating the Dreamliner much sooner. Through a separate agreement with Air Lease Corporation (ALC), three leased Boeing 787-9s are expected to join the fleet in the first quarter of 2026. These leased units will allow the carrier to begin pilot training and route expansion immediately, bridging the gap until the direct orders arrive.
The selection of the 787-9 variant represents a significant upgrade in capacity and efficiency over Air Astana’s current widebody workhorse, the Boeing 767-300ER. Data provided in the announcement indicates the new Dreamliners will feature a two-class configuration with 303 seats, a substantial increase from the 223 seats offered on the 767s.
In a notable strategic pivot, Air Astana has selected General Electric GEnx-1B engines to power the new fleet, moving away from a 2012 intention to utilize Rolls-Royce Trent 1000 engines. The airline cites the 787-9’s superior fuel efficiency and range, approximately 7,530 nautical miles, as critical factors in the decision.
“Boeing airplanes have been integral to Air Astana’s operations from the beginning. We are proud that the 787 Dreamliner will support Central Asia’s growing importance in global aviation.”
, Paul Righi, VP of Commercial Sales (Eurasia), Boeing
A primary driver behind this investment is the airline’s ambition to launch non-stop service from Kazakhstan to New York (JFK). This route has long been a strategic goal but faces significant logistical hurdles due to the closure of Russian airspace following geopolitical sanctions. The current geopolitical climate necessitates a southern route over the Caspian Sea, Turkey, and Europe, adding considerable distance to the flight path. The extended range of the Boeing 787-9 is essential to making this detour commercially and operationally viable, allowing Air Astana to bypass Russian airspace without sacrificing payload or requiring technical stops.
The timing of this order suggests Air Astana is aggressively positioning itself as the dominant connector in the Central Asian market, outpacing regional competitors like Uzbekistan Airways. By securing the 787-9, the airline is not only solving the immediate problem of airspace restrictions but is also future-proofing its fleet against fuel price volatility. The shift to GE engines likely reflects a desire for reliability on these ultra-long-haul routes, where engine performance over remote regions is paramount.
The finalization of this order serves as a capstone achievement for outgoing CEO Peter Foster, who is set to retire in March 2026. Foster has led the airline through its recent IPO and this historic fleet renewal. He will be succeeded by current CFO Ibrahim Canliel, who will oversee the financial integration of these assets.
“The 787-9’s advanced technology and efficiency will allow us to connect Kazakhstan to new markets, including North America, with a superior passenger experience.”
, Peter Foster, Outgoing CEO, Air Astana
Sources: Boeing Mediaroom
Air Astana Finalizes Historic Orders for 15 Boeing 787-9 Dreamliners to Target US Routes
Deal Structure and Delivery Timeline
Technical Specifications and Fleet Modernization
Strategic Expansion: The “Holy Grail” of New York
AirPro News Analysis
Leadership Transition
Sources
Photo Credit: Boeing
Aircraft Orders & Deliveries
BlueFive Capital Launches Aircraft Leasing Platform in Oman Targeting $1B Fund
BlueFive Capital launches BlueFive Leasing in Muscat, Oman, aiming to raise over $1 billion to acquire commercial aircraft assets across Middle East, Asia, and Africa.
This article is based on an official press release from BlueFive Capital.
BlueFive Capital, a global alternative investment firm, has officially announced the launch of BlueFive Leasing, a new dedicated aircraft leasing and asset management platform headquartered in Muscat, Oman. The initiative marks a significant expansion for the firm, which is led by former Investcorp Co-CEO Hazem Ben-Gacem.
According to the company’s announcement, the new venture is established through a strategic partnership with a major Omani sovereign institution. To fuel its operations, BlueFive Leasing has commenced fundraising for BlueFive Wings Fund I, an investment vehicle targeting more than $1.0 billion in capital commitments to acquire commercial aircraft assets.
BlueFive Leasing aims to capitalize on the robust demand for air travel across the Middle-East, Asia, and Africa. By establishing its headquarters in Muscat, the platform aligns with broader regional goals to develop local financial markets and diversify economic activities.
The platform’s mandate is broad, covering the full age spectrum of commercial-aircraft. According to the press release, the company plans to build a portfolio containing a mix of:
This flexible approach allows BlueFive Leasing to offer competitive solutions to established airlines globally, particularly those modernizing fleets or expanding routes in high-growth emerging markets.
“The launch of BlueFive Leasing reflects our strategic ambition to diversify regional investment portfolios and provide a new source of aviation capital from the GCC.”
, Hazem Ben-Gacem, Founder & CEO of BlueFive Capital
The launch of the leasing platform follows a period of rapid growth for BlueFive Capital. Founded in late 2024, the firm has quickly scaled its operations. Following the recent close of its $3 billion Onyx Fund I, which focuses on technology investments in the U.S. and Europe, BlueFive Capital now reports approximately $7.4 billion in assets under management (AUM).
Hazem Ben-Gacem, who brings three years of leadership experience from Investcorp, serves as the driving force behind the firm. While specific executive appointments for the leasing arm’s day-to-day management have not yet been detailed, the company states it has assembled an expert management team with deep experience in aviation finance. The establishment of BlueFive Leasing represents more than just a new investment vehicle; it signals the continued maturation of the Gulf Cooperation Council (GCC) as a global hub for aviation finance. Historically, the region was known primarily for its world-class carriers like Emirates and Qatar Airways. Today, however, Gulf nations are moving “upstream” to own the assets themselves.
BlueFive Leasing joins a growing list of regional heavyweights, including Dubai Aerospace Enterprise (DAE) and Saudi Arabia’s AviLease. By partnering with an Omani sovereign institution, widely believed by industry analysts to be the Oman Investment Authority (OIA) or its Future Fund Oman, BlueFive is effectively leveraging sovereign wealth to capture value from the very assets that service the region’s booming travel hubs.
Furthermore, the decision to trade across the “full age spectrum” rather than focusing exclusively on new-technology aircraft suggests an opportunistic strategy. This approach may allow the firm to generate higher yields by trading mid-life assets, a segment where demand remains high due to production delays at major manufacturers like Boeing and Airbus.
BlueFive Capital Launches Aircraft Leasing Platform in Oman, Targets $1 Billion Fund
Strategic Expansion into Aviation Finance
Leadership and Capital Growth
AirPro News Analysis
Summary of Key Facts
Sources
Photo Credit: BlueFive
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