Commercial Aviation
Air Cambodia Orders COMAC C909 Jets Expanding Southeast Asia Aviation Market
Air Cambodia signs deal for up to 20 COMAC C909 jets, enhancing regional connectivity and reflecting China’s growing aviation presence in Southeast Asia.
Air Cambodia’s recent agreement to purchase up to 20 COMAC C909 regional jets marks a significant milestone in the ongoing expansion of China’s aviation industry. This development, formalized through a memorandum of understanding signed on September 9, 2025, covers 10 firm orders and options for 10 additional aircraft. As the fourth Southeast Asian nation to embrace Chinese-manufactured commercial aircraft, Air Cambodia’s move signals both operational ambitions and a broader strategic partnership with China. The deal extends beyond mere aircraft acquisition, involving comprehensive operational support and industrial development cooperation, reflecting China’s larger geopolitical and economic objectives in the region.
This agreement comes at a time of heightened competition between Chinese and Western aerospace manufacturers. Boeing and Airbus have faced supply chain disruptions, while China’s Commercial Aircraft Corporation (COMAC) continues to push into international markets. The Air Cambodia-COMAC deal not only highlights shifting trade relationships but also underscores the evolving dynamics of the global aviation industry. The implications reach far beyond Cambodia, potentially influencing regional connectivity, economic development, and the competitive landscape of Commercial-Aircraft.
Understanding the significance of this partnership requires a closer examination of COMAC’s rise, the specific details of the Air Cambodia deal, and the broader context of Southeast Asia’s aviation market. This article provides a comprehensive analysis of these elements, offering insights into the challenges, opportunities, and future implications of this landmark development.
The Commercial Aircraft Corporation of China (COMAC) was established in May 2008 as a cornerstone of China’s ambition to challenge the global duopoly of Boeing and Airbus. Backed by state-owned enterprises and significant government capital, COMAC’s creation signaled a strategic move to develop indigenous aerospace capabilities and reduce reliance on Western technology. The company’s roots can be traced to earlier Chinese attempts at commercial aircraft manufacturing, such as the Shanghai Y-10 project in the 1970s, which laid the groundwork for future endeavors despite its commercial failure.
COMAC’s first notable achievement was the ARJ21 regional jet, which later became the C909 under a branding realignment. The ARJ21’s maiden flight in 2008 and subsequent certification by the Civil Aviation Administration of China in 2014 marked a turning point for Chinese aviation. These milestones demonstrated China’s ability to produce aircraft that meet international airworthiness standards, setting the stage for more ambitious projects like the C919 narrowbody and the C929 widebody programs.
Beyond aircraft development, China has invested heavily in building a comprehensive aerospace ecosystem. This includes infrastructure, pilot training, maintenance, and supporting industries. The government’s industrial policy identifies aerospace as a strategic sector, ensuring continued financial and regulatory support. These efforts reflect a long-term vision to position China as a major player in global commercial aviation, leveraging both technological development and international partnerships.
The memorandum of understanding between Air Cambodia and COMAC, announced on September 8, 2025, is one of the largest overseas Orders for the C909 program. The structure of the deal, 10 firm orders and 10 options, provides Air Cambodia with flexibility for future expansion. Should all options be exercised, Air Cambodia could become the largest international operator of the C909 outside China, underscoring the strategic importance of this partnership for both parties.
Air Cambodia, formerly known as Cambodia Angkor Air until its rebranding in January 2025, has been on a growth trajectory. The airline reported 20 percent income growth in 2024 and set new performance records by the end of the year. Its fleet currently consists of Airbus A320 and A321 aircraft, as well as ATR 72 turboprops, with additional ATRs on order. The introduction of the C909 aligns with the airline’s plans to expand regional and domestic connectivity, including new routes to Bangkok, Japan, and South Korea. The agreement with COMAC extends beyond aircraft delivery. It includes operational support and industrial development cooperation, suggesting possible investments in local maintenance, training programs, or even component manufacturing in Cambodia. Such collaboration could enhance Cambodia’s aviation sector while deepening economic ties with China. For COMAC, securing a reference customer in a growing Southeast Asian market strengthens its credibility and supports its broader internationalization strategy.
“This deal potentially positions Air Cambodia as the largest international operator of C909 aircraft outside of China, should all options be exercised.”
COMAC’s entry into Southeast Asia is part of a deliberate strategy to establish a foothold in a region with robust aviation growth. With Air Cambodia joining Indonesia, Laos, and Vietnam as operators of the C909, COMAC is building a network of reference customers that can provide operational data, maintenance synergies, and market credibility. As of 2025, these Airlines collectively operate seven C909 jets across 15 routes, connecting 18 cities in the region.
The company has also set up representative offices in Hong Kong and Singapore, signaling its commitment to providing local support and customer service. These offices facilitate sales, technical assistance, and spare parts distribution, addressing concerns about operational reliability and after-sales support. The Singapore office, in particular, places COMAC at the heart of Southeast Asia’s aviation hub, enhancing its visibility and accessibility to regional airlines.
COMAC’s expansion is further supported by ongoing discussions with airlines in other countries, including potential deals with Garuda Indonesia and Kazakhstan’s SCAT Airlines. The company’s ability to offer shorter delivery times, thanks to supply chain constraints faced by Boeing and Airbus, makes it an attractive option for airlines looking to expand quickly. The region’s projected need for 2,800 new aircraft by 2035, driven by annual passenger growth rates of nearly 8 percent, presents a significant opportunity for COMAC to increase its market share.
“The region’s projected aviation growth, with passenger traffic expected to increase at 7.9 percent annually and requiring 2,800 new aircraft by 2035, provides substantial market opportunity for COMAC.”
The C909, formerly known as the ARJ21, is China’s first independently developed regional jet. Designed for 78 to 97 passengers, the aircraft features a 2-3 seating configuration and a range of 2,225 to 3,700 kilometers, making it suitable for both short domestic hops and medium-haul regional routes. Its dimensions and weight allow it to operate from airports with moderate runway lengths, a key advantage in Southeast Asian markets.
The aircraft is powered by two General Electric CF34-10A engines, a proven design but one that highlights China’s ongoing reliance on Western technology. While the C909’s list price of approximately $38 million is significantly lower than Western competitors like Embraer’s E190-E2 and E195-E2, the aircraft’s fuel efficiency and maintenance costs may not match those of newer models using more advanced engines. Airlines must weigh these factors against the attractive acquisition cost and potential financing terms offered by Chinese state-backed banks.
The commercial success of the C909 depends not only on its technical merits but also on the strength of COMAC’s support network. Establishing robust maintenance, training, and spare parts infrastructure is critical for winning and retaining international customers. For Air Cambodia, integrating the C909 will require investments in technical training and maintenance capabilities, but it also offers the opportunity to develop local expertise and create new jobs within the country’s aviation sector.
The Air Cambodia-COMAC deal unfolds against a backdrop of escalating US-China trade tensions, which have direct implications for the aviation industry. The United States has imposed export restrictions on key components used in COMAC aircraft, including temporary suspensions of engine exports. These measures underscore the sector’s vulnerability to geopolitical pressures and the challenges China faces in developing a fully independent aerospace supply chain. In 2021, the US government designated COMAC as a company “owned or controlled” by the Chinese military, barring American investment and complicating international transactions. Further restrictions in 2025 targeted specific aircraft components, though some were later lifted. These policy shifts highlight the uncertainty facing airlines considering COMAC products, particularly those with significant US market exposure or financing relationships.
For Southeast Asian countries, decisions to purchase Chinese aircraft are not purely commercial. They reflect broader considerations about economic alignment, risk diversification, and regional diplomacy. The ability to access favorable financing and infrastructure development packages from China can be attractive, but airlines and governments must also navigate the complexities of international trade and technology dependencies.
“Commercial aviation has become entangled in broader strategic competition between the United States and China.”
Air Cambodia’s agreement to acquire up to 20 COMAC C909 aircraft represents a landmark in China’s ongoing efforts to expand its presence in the global aviation market. The deal underscores the growing competitiveness of Chinese aerospace manufacturers and highlights the shifting dynamics of Southeast Asia’s aviation sector. By partnering with COMAC, Air Cambodia gains access to cost-effective regional aircraft and comprehensive support, while China strengthens its position as a key player in the region’s economic and transportation infrastructure.
The broader implications of this development extend to issues of geopolitical alignment, supply chain resilience, and the future structure of the global aircraft market. As COMAC continues to build its international presence, the evolution from a Boeing-Airbus duopoly to a more diversified competitive landscape appears increasingly plausible. The success of such efforts will depend on sustained investment, technological innovation, and the ability to navigate complex international relationships in an era of heightened geopolitical uncertainty.
Q: What is the significance of Air Cambodia’s order for COMAC aircraft? Q: What challenges does COMAC face in expanding internationally? Q: How does the C909 compare to Western regional jets? Q: Why is Southeast Asia a strategic market for COMAC?
Air Cambodia Becomes Latest Customer for China-Made COMAC Aircraft: A Strategic Expansion in Southeast Asia’s Aviation Market
Background on COMAC and China’s Aviation Ambitions
The Air Cambodia Deal: Details and Significance
COMAC’s Southeast Asian Expansion Strategy
Technical and Commercial Aspects of the C909 Aircraft
Geopolitical Implications and US-China Trade Tensions
Conclusion
FAQ
A: It marks one of the largest overseas orders for the C909 program and positions Air Cambodia as a key reference customer for COMAC in Southeast Asia, supporting both operational expansion and strategic economic ties with China.
A: COMAC must overcome certification hurdles, build robust maintenance and support infrastructure, and address vulnerabilities related to reliance on Western technology amid ongoing trade tensions.
A: The C909 offers a lower acquisition cost but may lag behind in fuel efficiency and advanced engine technology compared to aircraft like the Embraer E190-E2. Airlines must consider total lifecycle costs and operational support.
A: The region’s rapid aviation growth, geographic characteristics, and increasing demand for regional connectivity make it an ideal market for 78-97 seat aircraft like the C909.Sources
Photo Credit: Reuters
Aircraft Orders & Deliveries
Qanot Sharq Receives First Airbus A321XLR in Central Asia
Qanot Sharq becomes Central Asia’s first operator of the Airbus A321XLR, expanding long-haul routes to North America and Asia from Tashkent.
This article is based on an official press release from Airbus and Qanot Sharq.
On December 19, 2025, Qanot Sharq, Uzbekistan’s first private airline, officially took delivery of its first Airbus A321XLR (Extra Long Range) aircraft. The delivery, facilitated through a lease agreement with Air Lease Corporation (ALC), marks a historic milestone for aviation in the region, as Qanot Sharq becomes the launch operator of the A321XLR in Central Asia and the Commonwealth of Independent States (CIS).
This aircraft is the first of four confirmed A321XLR units destined for the carrier. According to the official announcement, the airline intends to utilize the aircraft’s extended range to open new long-haul markets that were previously inaccessible to single-aisle jets, including planned services to North America and East Asia.
The newly delivered A321XLR is powered by CFM International LEAP-1A engines and features a two-class layout designed to balance capacity with passenger comfort on longer sectors. The aircraft accommodates a total of 190 passengers.
In addition to the seating configuration, the aircraft is fitted with Airbus’ “Airspace” cabin interior. Key features include customizable LED lighting, lower cabin altitude settings to reduce jet lag, and XL overhead bins that provide 60% more storage capacity compared to previous generation aircraft.
Nosir Abdugafarov, the owner of Qanot Sharq, emphasized the strategic importance of the delivery in a statement regarding the fleet expansion.
“The A321XLR’s exceptional range and efficiency will allow us to offer greater comfort and convenience while maintaining highly competitive operating economics.”
, Nosir Abdugafarov, Owner of Qanot Sharq
The introduction of the A321XLR allows Qanot Sharq to deploy a narrowbody aircraft on routes typically reserved for widebody jets. With a range of up to 4,700 nautical miles (8,700 km), the airline plans to connect Tashkent with destinations in Europe, Asia, and North America.
According to the airline’s strategic roadmap, the new fleet will support route expansion to Sanya (China) and Busan (South Korea). Furthermore, the airline has explicitly outlined plans to serve New York (JFK) via Budapest. While the A321XLR has impressive range, the distance between Tashkent and New York (approximately 5,500 nm) necessitates a technical stop. Budapest will serve as this intermediate point, potentially allowing the airline to tap into passenger demand between Central Europe and the United States, subject to regulatory approvals. AJ Abedin, Senior Vice President of Marketing at Air Lease Corporation, noted the geographical advantages available to the airline.
“Qanot Sharq is uniquely positioned to unlock the full potential of the A321XLR due to its strategic location in Uzbekistan, bridging Europe and Asia.”
, AJ Abedin, SVP Marketing, Air Lease Corporation
The delivery of the A321XLR signals a distinct shift in the competitive landscape of Uzbek aviation. Until now, long-haul flights from Tashkent,specifically to the United States,have been the exclusive domain of the state-owned flag carrier, Uzbekistan Airways, which utilizes Boeing 787 Dreamliners for non-stop service.
By adopting the A321XLR, Qanot Sharq appears to be pursuing a “long-haul low-cost” hybrid model. The A321XLR burns approximately 30% less fuel per seat than previous-generation aircraft, allowing the private carrier to operate long routes with significantly lower trip costs than its state-owned competitor. While the one-stop service via Budapest will result in a longer total travel time compared to Uzbekistan Airways’ direct flights, the lower operating costs could allow Qanot Sharq to offer more competitive fares, appealing to price-sensitive travelers and labor migrants.
Furthermore, the choice of Budapest as a stopover is strategic. If Qanot Sharq secures “Fifth Freedom” rights,which are currently a subject of regulatory negotiation,it could monetize the empty seats on the Budapest-New York sector, effectively competing in the transatlantic market while serving its primary base in Central Asia.
Sources: Airbus Press Release, Air Lease Corporation
Qanot Sharq Becomes First Central Asian Operator of Airbus A321XLR
Aircraft Configuration and Capabilities
Strategic Network Expansion
AirPro News Analysis: The Long-Haul Low-Cost Shift
Sources
Photo Credit: Airbus
Airlines Strategy
Kenya Airways Plans Secondary Hub in Accra with Project Kifaru
Kenya Airways advances plans for a secondary hub at Accra’s Kotoka Airport, leveraging partnerships and regional aircraft to boost intra-African connectivity.
This article summarizes reporting by AFRAA and official statements from Kenya Airways.
Kenya Airways (KQ) is moving forward with strategic plans to establish a secondary operational hub at Kotoka International Airport (ACC) in Accra, Ghana. According to reporting by the African Airlines Association (AFRAA) and recent company statements, this initiative represents a critical pillar of “Project Kifaru,” the airlines‘s three-year recovery and growth roadmap.
The proposed expansion aims to deepen intra-African connectivity by positioning Accra as a pivotal node for West African operations. Rather than launching a wholly-owned subsidiary, a model that requires heavy capital expenditure, Kenya Airways intends to utilize a partnership-driven approach, leveraging existing relationships with regional carriers to feed long-haul networks.
While the Kenyan government formally requested permission for the hub in May 2025, Kenya Airways CEO Allan Kilavuka confirmed in December 2025 that the plan remains under active study. A final decision on the full execution of the project is expected in 2026.
The core of the Accra strategy involves basing aircraft directly in West Africa to serve high-demand regional routes. According to details emerging from the planning phase, Kenya Airways intends to deploy three Embraer E190-E1 aircraft to Kotoka International Airport. These aircraft will facilitate regional connections, feeding passengers into the carrier’s long-haul network and supporting the logistics needs of the region.
This operational shift marks a departure from the traditional “hub-and-spoke” model centered exclusively on Nairobi. By establishing a presence in Ghana, KQ aims to capture traffic in a market currently dominated by competitors such as Ethiopian Airlines (via its ASKY partner in Lomé) and Air Côte d’Ivoire.
A key component of this strategy is the airline’s collaboration with Ghana-based Africa World Airlines (AWA). Kenya Airways signed a codeshare agreement with AWA in May 2022. This partnership allows KQ to connect passengers from its Nairobi-Accra service to AWA’s domestic and regional network, covering destinations like Kumasi, Takoradi, Lagos, and Abuja.
Industry observers note that this “capital-light” model reduces the financial risks associated with starting a new airline from scratch. Instead of competing directly on every thin route, KQ can rely on AWA to provide feed traffic while focusing its own metal on key trunk routes. The push for a West African hub comes as Kenya Airways navigates a complex financial recovery. The airline reported a significant milestone in the 2024 full financial year, posting an operating profit of Ksh 10.5 billion and a net profit of Ksh 5.4 billion, its first profit in 11 years. This resurgence provided the initial confidence to pursue the growth phase of Project Kifaru.
However, the first half of 2025 presented renewed challenges. The airline reported a Ksh 12.2 billion loss for the period, attributed largely to currency volatility and the grounding of its Boeing 787 fleet due to global spare parts shortages. These financial realities underscore the necessity of the proposed low-capital expansion model in Accra.
The strategy focuses on collaboration with existing African carriers rather than creating a new airline from scratch.
, Summary of Kenya Airways’ strategic approach
The viability of the Accra hub relies heavily on the Single African Air Transport Market (SAATM) and “Fifth Freedom” rights, which allow an airline to fly between two foreign countries. West Africa has been a leader in implementing these protocols, making Accra a legally feasible location for a secondary hub.
Furthermore, the African Continental Free Trade Area (AfCFTA) secretariat is headquartered in Accra. Kenya Airways is positioning itself to support the trade bloc by facilitating the movement of people and cargo between East and West Africa. The airline has already introduced Boeing 737-800 freighters to serve key destinations including Lagos, Dakar, Freetown, and Monrovia.
The decision to delay a final “go/no-go” confirmation until 2026 suggests a prudent approach by Kenya Airways management. While the West African market is lucrative, it is also saturated with aggressive competitors like Air Peace and the well-entrenched ASKY/Ethiopian Airlines alliance. By opting for a partnership model with Africa World Airlines rather than a full subsidiary, KQ avoids the “cash burn” trap that led to the collapse of previous pan-African airline ventures. If successful, this could serve as a blueprint for other mid-sized African carriers looking to expand without overleveraging their balance sheets.
What aircraft will be based in Accra? When will the hub become operational? How does this affect the Nairobi hub?
Kenya Airways Advances Plans for Secondary Hub in Accra Under ‘Project Kifaru’
Operational Strategy: The ‘Mini-Hub’ Model
Partnership with Africa World Airlines
Financial Context and ‘Project Kifaru’
Regulatory Landscape and Competition
AirPro News Analysis
Frequently Asked Questions
Current plans indicate that Kenya Airways intends to base three Embraer E190-E1 aircraft at Kotoka International Airport.
While planning is underway and government requests have been filed, a final decision on full execution is not expected until 2026.
Nairobi (Jomo Kenyatta International Airport) remains the primary hub. The Accra facility is designed as a secondary node to improve regional connectivity and feed traffic back into the global network.
Sources
Photo Credit: Embraer – E190
Commercial Aviation
Derazona Helicopters Receives First H160 for Energy Missions in Southeast Asia
Airbus delivers the first H160 to Derazona Helicopters in Indonesia, enhancing offshore oil and gas transport with advanced fuel-efficient technology.
This article is based on an official press release from Airbus Helicopters.
On December 19, 2025, Airbus Helicopters officially delivered the first H160 rotorcraft to Derazona Helicopters (PT. Derazona Air Service) in Jakarta, Indonesia. According to the manufacturer’s announcement, this delivery represents a significant regional milestone, as Derazona becomes the first operator in Southeast Asia to utilize the H160 specifically for energy sector missions, including offshore oil and gas transport.
The handover marks the culmination of a strategic acquisition process that began with an initial order in April 2021. Derazona, a historic Indonesian aviation company established in 1971, intends to deploy the medium-class helicopter for a variety of critical missions, ranging from offshore transport to utility operations and commercial passenger services.
The introduction of the H160 into the Indonesian market signals a shift toward modernizing aging fleets in the archipelago. Derazona Helicopters stated that the aircraft will play a pivotal role in their expansion within the oil and gas sector, a primary economic driver for the region.
In a statement regarding the delivery, Ramadi Widyardiono, Director of Production at Derazona Helicopters, emphasized the operational advantages of the new airframe:
“The arrival of our first H160 marks an exciting chapter for Derazona Helicopters. As the pioneer operator of this aircraft for energy missions in Southeast Asia, we are eager to deploy its unique capabilities to serve our various clients with the highest levels of safety and efficiency. The H160’s proven performance will be key to reinforcing our position as a leader in helicopter services in Southeast Asia.”
Airbus executives echoed this sentiment, highlighting the aircraft’s suitability for the demanding geography of Indonesia. Regis Magnac, Vice President Head of Energy, Leasing and Global Accounts at Airbus Helicopters, noted the importance of this partnership:
“We are proud to see the H160 enter service in Southeast Asia, cementing our relationship with Derazona as they become the region’s launch customer for energy missions. The H160 represents a true generational leap, built to be an efficient, reliable, and comfortable workhorse, perfectly suited for the demanding operational requirements of the Indonesian energy sector.”
According to technical data provided by Airbus, the H160 is designed to replace previous-generation medium helicopters such as the AS365 Dauphin and H155. The aircraft incorporates several proprietary technologies aimed at improving safety and reducing environmental impact.
Key technical features cited in the release include: Airbus claims the H160 delivers a 15% reduction in fuel burn compared to previous generation engines, aligning with the energy sector’s increasing focus on reducing Scope 1 and 2 emissions in their logistics supply chains.
The delivery of the H160 to Derazona Helicopters reflects a broader trend we are observing across the Asia-Pacific aviation market: the prioritization of “eco-efficient” logistics. As oil and gas majors face stricter carbon reporting requirements, the pressure cascades down to their logistics providers.
By adopting the H160, Derazona is not merely upgrading its fleet age; it is positioning itself competitively to bid for contracts with energy multinationals that now weigh carbon footprint heavily in their tender processes. The move away from legacy airframes like the Bell 412 or Sikorsky S-76 toward next-generation composite aircraft suggests that fuel efficiency is becoming as critical a metric as payload capacity in the offshore sector.
Who is the operator of the new H160? What is the primary use of this aircraft? How does the H160 improve upon older helicopters? When was this specific aircraft ordered? Sources: Airbus Helicopters Press Release
Derazona Helicopters Becomes Southeast Asia’s First H160 Energy Operator
Modernizing Indonesia’s Energy Fleet
Technical Profile: The H160
AirPro News Analysis
Frequently Asked Questions
The operator is PT. Derazona Air Service (Derazona Helicopters), an Indonesian aviation company headquartered at Halim Perdanakusuma Airport, Jakarta.
It will be used primarily for offshore energy transport (supporting oil rigs), as well as utility missions and VIP transport.
The H160 offers a 15% reduction in fuel consumption, significantly lower noise levels due to Blue Edge™ blades, and advanced Helionix® avionics for improved safety.
Derazona originally placed the order for this H160 in April 2021.
Photo Credit: Airbus
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