Commercial Aviation
Nigeria Evaluates Certification of China’s COMAC C919 Aircraft
Nigeria considers certifying China’s COMAC C919, challenging Airbus and Boeing dominance and boosting African aviation market potential.
Nigeria’s Civil Aviation Authority is actively evaluating the certification of China’s COMAC C919 narrow-body aircraft for domestic operations, marking a potentially transformative moment for both African aviation and China’s aircraft manufacturing ambitions. This development represents the first serious consideration by an African nation to certify a Chinese-manufactured commercial airliner that could directly compete with the established Airbus A320 and Boeing 737 families that currently dominate the continent’s skies. The timing of this evaluation coincides with Nigeria’s significant improvement in international aviation compliance ratings, rising from 49% to 75.5% on the Cape Town Convention Compliance Index, which has removed the country from the Aviation Working Group’s watchlist and enhanced its attractiveness to aircraft lessors. With Nigeria processing approximately 15.7 million passengers annually across its 13 scheduled carriers and representing Africa’s largest domestic aviation market, the potential certification of the C919 could establish a crucial precedent for Chinese aircraft penetration into African markets while offering Nigerian airlines an alternative to the Western duopoly that has historically controlled commercial aviation on the continent.
The prospect of the C919 entering the Nigerian market is significant not only for its economic and operational implications but also for its potential to shift the balance of power in global aerospace manufacturing. As China seeks to expand its influence and technological footprint, successful certification and operation of the C919 in Africa could signal a new era of competition, innovation, and diversification in the aviation sector. However, the path to certification is complex, involving regulatory, technical, and geopolitical challenges that will test the readiness and adaptability of all stakeholders involved.
This article examines the technical, economic, and strategic dimensions of Nigeria’s potential certification of the COMAC C919, exploring the aircraft’s development, Nigeria’s aviation context, regulatory hurdles, and the broader implications for African and global aviation markets.
The Commercial Aircraft Corporation of China’s C919 is the country’s most ambitious effort to challenge the global commercial aviation duopoly of Airbus and Boeing. Launched in 2008, the program saw its first prototype rolled out in 2015, maiden flight in 2017, and certification from the Civil Aviation Administration of China in September 2022. The first commercial service began in May 2023 with China Eastern Airlines.
The C919 is a single-aisle jet designed to seat between 156 and 174 passengers, directly competing with the Airbus A320 and Boeing 737 families. It features a length of 38.9 meters, wingspan of 35.8 meters, and a range of 4,075 to 5,555 kilometers depending on configuration. The aircraft is powered by CFM International LEAP-1C engines, a joint venture between GE Aerospace (U.S.) and Safran (France), delivering 137.9 kN of thrust. The C919’s avionics include a modern fly-by-wire system and an Airbus-style side stick, with optional Head-Up Display (HUD) technology.
Despite its Chinese assembly, the C919 remains reliant on Western technology, particularly for engines and avionics. China is developing the indigenous CJ-1000A engine to eventually replace the LEAP-1C, but as of 2025, the C919’s international prospects are still tied to Western suppliers. The aircraft’s list price has risen from an anticipated $50 million to $108 million, aligning it with the latest offerings from Airbus and Boeing, though actual sale prices are typically discounted.
“The C919’s entry into service marks a significant milestone for China’s aerospace ambitions, but international expansion will depend on regulatory validation and robust support infrastructure.”
Nigeria’s aviation sector is the largest in Africa by domestic passenger volume, processing 15.7 million passengers in 2023 across 13 scheduled airlines. The fleet comprises 91 aircraft, but more than half are reportedly grounded or under maintenance, limiting operational capacity. This has constrained fare reductions and market growth, with passenger numbers still below the pre-pandemic peak of 17 million.
Economic factors such as currency fluctuations, rising fuel prices, and inflation have put pressure on both airlines and consumers. The “Japa syndrome”, a trend of skilled professionals emigrating, has reduced travel demand, while improved rail services and virtual meetings have provided alternatives to air travel. Despite these challenges, Nigeria’s large population and improving compliance with international aviation standards suggest strong future growth potential. Maintenance and technical support remain key concerns. Nigeria hosts three certified maintenance providers for Airbus, Boeing, and Embraer jets, but none are equipped for the C919. COMAC has proposed establishing regional parts warehouses and training Nigerian engineers in Shanghai, with initial technical support for up to five years. These measures are intended to address the operational challenges that have historically hindered Chinese aircraft programs in Africa.
Nigeria has made significant strides in regulatory compliance, particularly with the Cape Town Convention, which facilitates aircraft financing and leasing. The country’s compliance rating improved from 49% to 75.5%, leading to its removal from the Aviation Working Group’s watchlist. This has made Nigeria more attractive to international lessors and could facilitate the acquisition of new aircraft, including the C919.
Such regulatory improvements are essential for building confidence among international partners and for ensuring that any new aircraft type introduced into the market meets global safety and operational standards. The Nigerian Civil Aviation Authority (NCAA) is now positioned to play a leading role in shaping the future of African aviation regulation.
However, the lack of Western regulatory validation for the C919 remains a challenge. Without certification from the U.S. Federal Aviation Administration (FAA) or the European Union Aviation Safety Agency (EASA), the NCAA will need to develop its own rigorous evaluation process, potentially setting a precedent for other African regulators.
The NCAA’s Director General, Captain Chris Ona Najomo, has confirmed that the agency is actively evaluating the C919 for certification. This process is expected to be lengthy and complex, as the aircraft has only been certified by Chinese authorities and operates commercially only within China and Hong Kong. EASA certification is not expected before 2028–2031, and the lack of established regulatory relationships complicates the process.
Certification in Nigeria will require comprehensive technical evaluation, flight testing, and adaptation to local operational conditions. The NCAA must ensure that the aircraft meets Nigerian and international safety standards, despite the absence of Western validation. This could involve close collaboration with COMAC and possibly with other regulatory bodies in Africa or Asia.
The outcome of this process will have broader implications. Successful certification could pave the way for other African countries to consider Chinese aircraft, while setbacks could reinforce reliance on established Western manufacturers. The process will also test Nigeria’s regulatory capacity and its ability to manage complex international aviation relationships.
“Certification represents the essential starting point for any C919 operations in Nigeria.”, Capt. Chris Ona Najomo, NCAA Director General
Nigerian airlines are seeking modern narrow-body jets to replace aging fleets, and the C919 could offer a competitive alternative if operational support is robust. COMAC has offered maintenance, training, and dry lease arrangements to facilitate adoption. However, the total cost of ownership, including maintenance, parts, training, and financing, remains a critical factor for airlines operating in challenging economic conditions. Improved access to aircraft financing, thanks to Nigeria’s regulatory progress, could help airlines modernize their fleets. However, the experience with previous Chinese aircraft, such as the Xian MA60, highlights the importance of reliable after-sales support and parts availability. COMAC’s proposals aim to address these issues, but their effectiveness will be tested in practice.
The broader African market is expected to double every 15–20 years, creating opportunities for new aircraft types. However, the lack of existing C919 maintenance and training infrastructure in Africa is a significant barrier. Success in Nigeria could serve as a model for other countries, but only if operational challenges are effectively managed.
The potential certification of the C919 in Nigeria is not just an economic or technical issue, it also reflects broader geopolitical dynamics. As China increases its investments in Africa through initiatives like the Belt and Road, aviation is becoming a new frontier for influence and partnership. Nigeria’s decision could have ripple effects across the continent, shaping the future of African aviation and its relationships with global powers.
The C919’s dependence on Western engines and avionics exposes it to the risk of trade restrictions, as seen in the temporary U.S. suspension of CFM engine exports in 2025. While China is working to develop indigenous alternatives, these are not yet commercially available. For Nigerian operators, this creates both opportunities and risks, as geopolitical tensions could impact parts availability and support.
For Africa, diversifying aircraft suppliers could reduce dependence on the Airbus-Boeing duopoly, potentially lowering costs and fostering innovation. However, the transition must be managed carefully to ensure operational reliability and financial sustainability, especially given the region’s unique infrastructure and regulatory challenges.
“Africa’s air transport market is expected to double every 15 to 20 years, supporting fleet expansion requirements that could accommodate new aircraft types.”, African Airlines Association
Nigeria’s exploration of COMAC C919 certification marks a pivotal moment for African aviation and for China’s ambitions to become a global aerospace power. The country’s improved regulatory environment, large market size, and urgent need for fleet renewal create favorable conditions for the C919’s entry. COMAC’s willingness to invest in support infrastructure and training demonstrates a recognition of the challenges involved.
However, significant hurdles remain. The lack of Western regulatory validation, gaps in maintenance and training infrastructure, and the C919’s dependence on Western technology all pose risks. The experience of previous Chinese aircraft programs in Africa underscores the importance of comprehensive after-sales support and operational reliability. Ultimately, Nigeria’s decision will set a precedent for the rest of the continent, shaping the future of aviation competition and cooperation in Africa for years to come.
What is the COMAC C919? Why is Nigeria considering certifying the C919? What are the main challenges for C919 certification in Nigeria? How could the C919 impact African aviation? When might the C919 receive European certification?
Nigeria’s Potential Certification of China’s COMAC C919: A Strategic Shift in African Aviation
The COMAC C919: Development and Specifications
Nigeria’s Aviation Market and Infrastructure
Regulatory Improvements and International Perception
The Certification Process and Regulatory Challenges
Operational and Economic Considerations
Geopolitical and Strategic Implications
Conclusion
FAQ
The COMAC C919 is a Chinese-developed single-aisle jet designed to compete with the Airbus A320 and Boeing 737, seating 156–174 passengers and featuring modern avionics and engines.
Nigeria is seeking to modernize its airline fleets and diversify away from the Airbus-Boeing duopoly, leveraging its improved regulatory rating to access new aircraft and financing options.
Challenges include the lack of Western regulatory validation, gaps in local maintenance and training infrastructure, and the need for robust after-sales support to ensure operational reliability.
If successfully certified and operated in Nigeria, the C919 could pave the way for broader Chinese aircraft adoption in Africa, increasing competition, reducing costs, and diversifying supply chains.
EASA certification is not expected before 2028–2031, as the validation process for new manufacturers is lengthy and complex.
Sources
Photo Credit: The Seattle Times
Aircraft Orders & Deliveries
Aergo Capital Acquires Boeing 737 MAX 8 from Aircastle Leased to WestJet
Aergo Capital acquires a Boeing 737 MAX 8 from Aircastle currently leased to WestJet, highlighting active secondary market demand and expanding Aergo’s aviation portfolio.
This article is based on an official press release from Aergo Capital.
Dublin-based aircraft leasing and asset management platform Aergo Capital has announced the acquisition of one Boeing 737 MAX 8 aircraft from Aircastle. The transaction, announced on December 16, 2025, involves an aircraft bearing Manufacturer Serial Number (MSN) 60513, which is currently on lease to Canadian carrier WestJet.
This acquisition marks a continuation of Aergo Capital’s strategy to invest in modern, fuel-efficient narrowbody aircraft. According to the company’s official statement, the deal underscores the active secondary market for the 737 MAX and strengthens the trading relationship between the two major lessors. The aircraft remains in operation with WestJet, ensuring continuity for the airline while transferring asset ownership to Aergo.
The deal highlights the growing collaboration between Aergo Capital and WestJet, following significant transactions earlier in the operational year. By acquiring this asset, Aergo expands its portfolio of liquid, in-demand aviation assets while Aircastle executes its strategy of active portfolio management.
The specific asset involved in the transaction is a Boeing 737 MAX 8, identified by MSN 60513. Fleet data indicates this aircraft operates under the registration C-GRAX. Originally delivered during the initial rollout phase of the MAX program, the aircraft is approximately eight years old and represents the current generation of Boeing’s narrowbody technology.
Fred Browne, Chief Executive Officer of Aergo Capital, emphasized the importance of the acquisition in strengthening ties with both the seller and the lessee. In a statement regarding the deal, Browne noted:
“We are pleased to complete the acquisition of this Boeing 737 MAX 8 from Aircastle… I also extend my thanks to WestJet for their continued partnership and support.”
On the seller’s side, Aircastle, a Stamford-based lessor owned by Marubeni Corporation and Mizuho Leasing, viewed the sale as a testament to their strong commercial network. Michael Inglese, CEO of Aircastle, commented on the relationship between the firms:
“We value the long-standing trading relationship we have built with Aergo… The acquisition underscores the strong commercial relationship between Aergo and Aircastle.”
This transaction is not an isolated event but rather part of a deepening relationship between Aergo Capital and WestJet. In August 2024, Aergo completed a significant sale-and-leaseback transaction involving eight Boeing 737-800 aircraft with the Canadian airline. That deal marked the first major collaboration between the two entities. The addition of this 737 MAX 8 further cements Aergo’s position as a key partner in WestJet’s fleet financing structure. For Aircastle, the sale aligns with a strategy of capital recycling and portfolio optimization. Trading assets with leases attached is a common practice in the aircraft leasing industry, allowing lessors to manage age profiles and risk exposure. For WestJet, the transaction represents a “backend” change of lessor; the airline retains physical possession and operational control of the aircraft, merely redirecting lease payments to the new owner, Aergo Capital.
The Secondary Market for the MAX 8
The transfer of a Boeing 737 MAX 8 between two major lessors highlights the intense demand for this asset class in the secondary market. With new aircraft production facing documented delays across the industry, “on-lease” assets, aircraft that are already built, certified, and generating revenue, have become premium commodities.
While an eight-year-old airframe might typically be considered approaching mid-life, the 737 MAX 8 remains a current-generation asset offering approximately 14% better fuel efficiency than its predecessors. For lessors like Aergo Capital, acquiring such an asset avoids the long wait times associated with factory order books. For the industry at large, this trade signals that liquidity for the MAX platform remains robust, despite, or perhaps because of, supply chain constraints limiting the delivery of new metal.
Sources:
Aergo Capital Acquires WestJet-Leased Boeing 737 MAX 8 from Aircastle
Transaction Overview and Executive Commentary
Strategic Context and WestJet Partnership
Deepening Ties with WestJet
Asset Liquidity and Market Demand
AirPro News Analysis
Photo Credit: Aergo Capital
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
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