Commercial Aviation
Vietjet Ends COMAC C909 Lease Highlighting Market Challenges
Vietjet concludes six-month COMAC C909 wet-lease citing high costs and lack of local support, underscoring challenges for COMAC in SE Asia.
Vietjet and COMAC: The End of a Six-Month Experiment
In the highly competitive world of Commercial-Aircraft, every decision, from fleet acquisition to route planning, is scrutinized for its economic and strategic implications. The recent conclusion of Vietnamese low-cost carrier Vietjet’s lease of two Chinese-made COMAC C909 aircraft marks a significant moment, not just for the Airlines, but for the broader aerospace manufacturing landscape. This development provides a practical case study on the immense challenges new players face when trying to penetrate a market long dominated by giants like Airbus and Boeing. The six-month trial was seen as a landmark for China’s aviation ambitions, representing a key step in its goal to establish its aircraft in the bustling Southeast Asian market.
The initial agreement, which saw the COMAC C909s take to the skies over Vietnam in April 2025, was layered with meaning. Occurring shortly after a high-level state visit, the lease was widely interpreted as a diplomatic and economic gesture aimed at strengthening ties between Vietnam and China. For Vietjet, it was an opportunity to test a new aircraft type on specific domestic routes, particularly those requiring specialized performance, such as the service to Con Dao Island with its short runway. For the Commercial Aircraft Corporation of China (COMAC), it was a crucial foothold in a foreign market and a chance to prove the C909’s operational capabilities on an international stage.
However, as the six-month contract expired on October 18, 2025, the decision not to renew has shifted the narrative. While the aircraft themselves reportedly performed without issue, the episode underscores the complex web of logistics, economics, and support infrastructure that dictates an airline’s fleet strategy. We will explore the factors that led to this decision, the operational realities of the wet-lease model, and the wider implications for COMAC’s global aspirations. This is not a story of aircraft failure, but one of business pragmatism and the high bar for entry into the global aviation ecosystem.
The Wet-Lease Arrangement: A Closer Look
The two COMAC C909 aircraft, registrations B-652G and B-656E, were supplied to Vietjet by China’s Chengdu Airlines under a wet-lease agreement. This type of lease, also known as ACMI, is a comprehensive package where the lessor provides the Aircraft, Crew, Maintenance, and Insurance. Essentially, it’s a turnkey solution that allows an airline to quickly add capacity without the long-term commitments of purchasing an aircraft or the complexities of a dry-lease, where the airline provides its own crew and operational support. This model is often used to cover seasonal demand, test new routes, or bridge capacity gaps while awaiting new aircraft deliveries.
For Vietjet, a carrier laser-focused on cost efficiency, the wet-lease model presented a double-edged sword. On one hand, it allowed for a low-risk trial of the COMAC C909, an aircraft not previously operated in Vietnam. On the other, it is a significantly more expensive arrangement than a standard dry-lease or outright ownership. The costs associated with using a foreign crew, along with maintenance and support managed by Chengdu Airlines, proved to be a substantial financial burden. For a low-cost carrier, where every operational expense is meticulously managed, these elevated costs were ultimately unsustainable over the long term.
The operational side of the lease appeared to run smoothly. Sources familiar with the matter confirmed that the aircraft performed acceptably during their six months of service. They were primarily used on domestic routes from Hanoi and Ho Chi Minh City, including the challenging route to Con Dao Island. The C909, formerly known as the ARJ21, is a regional jet designed for such missions. The successful deployment on these routes demonstrated the aircraft’s technical capabilities, but the underlying economic framework of the lease was the critical factor in the final decision.
The decision not to extend the lease was primarily driven by high operating costs associated with the wet-lease model, which included foreign crew, maintenance, and support. The lack of a local parts and support network in Vietnam also contributed to increased expenses and logistical challenges.
Logistics and Strategy: The Deciding Factors
Beyond the immediate costs of the wet-lease, deeper logistical hurdles played a crucial role in Vietjet’s decision. A key challenge was the absence of a local maintenance, repair, and overhaul (MRO) and parts support network for COMAC aircraft in Vietnam. In the modern aviation industry, having a robust and responsive support system is non-negotiable. When a part needs replacement or specialized maintenance is required, airlines rely on a global network to provide components and expertise swiftly to minimize aircraft downtime. Without this infrastructure in place for the C909, any required parts had to be sourced directly from China, adding layers of cost, complexity, and potential delays.
This logistical reality clashes directly with the business model of a low-cost carrier like Vietjet, which relies on fleet commonality to streamline operations. The airline’s primary fleet consists of over 100 Airbus A320 and A321 models, with significant Orders for Boeing 737 MAX jets. This standardization allows for efficiencies in crew training, maintenance procedures, and spare parts inventory. Introducing a new aircraft type from a different manufacturer, especially one without an established global support network, disrupts this finely tuned operational harmony. The added complexity and expense were significant factors weighing against the continuation of the COMAC lease.
Regulatory context also added another layer to the situation. While reforms had made it possible for aircraft certified by Chinese authorities to operate in Vietnam, some restrictions under local aviation law were still cited as a contributing factor. Ultimately, Vietjet has indicated no immediate plans to purchase or lease aircraft from COMAC, opting instead to focus on its existing strategy of expanding its established Airbus and Boeing fleets. The end of the lease will also see the airline withdraw from the Con Dao routes, as it lacks other suitable aircraft in its current fleet for that specific mission.
A Setback for Ambition: The Broader Implications
The conclusion of the Vietjet contract is more than just a footnote in an airline’s operational history; it is a notable setback for COMAC’s international ambitions. The six-month lease was a significant milestone, marking the first use of Chinese-made commercial jets on domestic routes in Vietnam and serving as a critical test case for COMAC’s expansion into the competitive Southeast Asian market. Its premature end highlights the monumental challenge of competing with the entrenched duopoly of Airbus and Boeing, who have spent decades building not just aircraft, but comprehensive global ecosystems of sales, support, and service.
This episode serves as a clear illustration that building a technically sound aircraft is only part of the equation. To win over major airlines, especially cost-conscious carriers, a manufacturer must provide a seamless and cost-effective operational experience. This includes accessible MRO facilities, a reliable supply chain for spare parts, and a proven track record of support. COMAC’s journey is still in its early stages, and establishing this global support network remains a primary hurdle. Furthermore, securing certification from major international regulators like the European Union Aviation Safety Agency (EASA) and the U.S. Federal Aviation Administration (FAA) is crucial for wider adoption, a process that remains a significant challenge for both the C909 and the larger C919 aircraft.
FAQ
Question: Why did Vietjet stop operating the two COMAC C909 aircraft?
Answer: Vietjet stopped operations because its six-month wet-lease agreement with Chengdu Airlines expired on October 18, 2025. The airline chose not to renew the contract, primarily due to the high operating costs associated with the wet-lease model and logistical challenges related to maintenance and parts support.
Question: Were there any safety or performance issues with the Chinese-made aircraft?
Answer: No, sources familiar with the matter confirmed that the two COMAC C909 aircraft performed acceptably and without any operational issues during the six-month lease period.
Question: What is a wet-lease agreement?
Answer: A wet-lease, also known as an ACMI lease, is an arrangement where the leasing company provides the aircraft, crew, maintenance, and insurance to the airline. It is a comprehensive, turnkey solution but is generally more expensive than other leasing models.
Question: What does this mean for COMAC’s expansion plans?
Answer: The end of the Vietjet contract is considered a setback for COMAC’s ambitions to expand its presence in the Southeast Asian aviation market. It highlights the challenges the manufacturer faces in competing with established players like Airbus and Boeing, particularly in providing a cost-effective and logistically simple global support network for its aircraft.
Sources: Reuters
Photo Credit: Reuters
Commercial Aviation
Rise Air Orders Fourth ATR 72-600 for Northern Canada Fleet
Rise Air expands its northern Canada fleet with a fourth ATR 72-600, leased through DAE, as part of a $160M modernization program.
Saskatoon-based Rise Air has expanded its regional fleet with an order for a fourth new ATR 72-600, leased through Dubai Aerospace Enterprise (DAE), to support workforce transportation and community connectivity in northern Canada.
Announced in a press release on July 27, 2026, the acquisition continues a major capital investment for the 100% Indigenous-owned airline. Rise Air President and Chief Executive Officer Derek Nice noted that the order “builds on a fleet renewal program that has included more than $160 million in fleet modernization over the past four years.” The 68-seat turboprop is scheduled for delivery in late 2026, with entry into commercial service expected in early 2027.
Fleet modernization and operational performance
Rise Air became the Canadian launch customer for the ATR 72-600 following a three-aircraft agreement signed in November 2024. Transport Canada (TC) certified the aircraft type for Canadian operations in November 2025, and the carrier’s first three aircraft entered service in early 2026. The aircraft are equipped with Pratt & Whitney Canada PW127XT engines and are specifically utilized for their gravel-runway capabilities and extreme cold-weather performance.
According to the airline, the initial fleet integration has been successful across its northern Saskatchewan network. Nice stated that the first three aircraft met the company’s expectations for performance, passenger experience, and manufacturer support during their first months of operation.
“Adding a fourth aircraft gives our existing and future customers additional capacity and will lead to additional highly skilled jobs for pilots, aircraft maintenance engineers, flight operations teams and other employees across our bases,” Nice said.
Growing ATR presence in the Canadian market
The ATR 72-600 is increasingly being adopted for remote and specialized operations within Canada. Beyond Rise Air’s passenger and workforce transport network, other operators are selecting the type for similar demanding environments. In early 2025, Hydro-Québec placed an order for the ATR 72-600 to replace older turboprop aircraft used for employee transportation.
The manufacturer notes that the ATR 72-600 offers a 45% reduction in carbon dioxide emissions compared to similar-sized regional jets. This efficiency, combined with the ability to operate from unpaved surfaces, positions the aircraft as a practical replacement for aging regional fleets operating in Canada’s northern territories.
AirPro News analysis
We view Rise Air’s rapid follow-on order as a strong validation of the ATR 72-600’s utility in the Canadian north. Operating from gravel strips in extreme cold requires specific performance characteristics that few modern, in-production aircraft can provide. The involvement of Dubai Aerospace Enterprise also indicates growing lessor confidence in placing new-build turboprops with specialized regional operators. As older aircraft types age out of the Canadian market, the ATR 72-600 is establishing a solid foothold for essential remote connectivity.
Sources: Rise Air
Photo Credit: Rise Air
Route Development
Groupe ADP Secures €8.2B Paris Airport Investment Plan
France and Groupe ADP agree on a 2027-2034 ERA covering €8.2B in upgrades to CDG and Paris Orly airports.
The French State and Groupe ADP have reached an agreement on a 2027-2034 Economic Regulation Agreement (ERA) proposal, unlocking an €8.2 billion regulated investments program for the operator’s Paris facilities.
Announced on July 29, 2026, the framework represents the largest capital investment initiative ever planned for Paris Charles de Gaulle Airport (CDG) and Paris Orly Airport (ORY). According to a Groupe ADP press release, the agreement balances extensive infrastructure modernization with a capped increase in airline charges and a guaranteed return on capital for the airport operator.
Modernizing Paris aviation infrastructure
The €8.2 billion investment program is designed to boost the competitiveness of the Paris airports through targeted capacity expansion and passenger flow optimization. Reporting by Aviation Week indicates the upgrades will be delivered in three phases between 2027 and 2034. Initial projects will prioritize border control and security screening enhancements before shifting focus to the optimization of existing infrastructure and the addition of new capacity.
Specific development plans include expanding border control facilities, extending the automated airport train system at CDG, upgrading baggage handling systems, and constructing new boarding facilities at ORY.
Groupe ADP Chairman and Chief Executive Officer Philippe Pascal highlighted the scale of the initiative in the company’s official announcement, noting the capital injection will provide a significant boost to the airports, which serve as major assets for the French economy.
“The agreement reached between the French State and Groupe ADP is a major step towards the future implementation of the Economic Regulation Agreement for Paris airports. It is the result of extensive work carried out with all stakeholders negotiations with the Ministry responsible for civil aviation, dialogue with airlines and in-depth technical discussions with the regulator and sets a balance between investment, competitiveness and fair return on capital employed, averaging 5.8% over the term of the agreement.”
Financial structure and regulatory timeline
The financial parameters of the 2027-2034 ERA establish a 5.8% average fair return on capital employed within the regulated scope over the eight-year term. To fund the improvements, average airport charges will rise 2.1 percentage points above inflation. Aviation Week reported this finalized rate is lower than the 2.6 percentage point increase originally proposed by Groupe ADP in December 2025.
The finalized proposal also safeguards the operator’s dividend policy. Groupe ADP confirmed it intends to maintain a target payout ratio of 60% of attributable net income, with a minimum distribution of €3 per share, while preserving its credit rating and ability to invest in non-regulated growth areas.
The ERA proposal now moves into a formal consultation phase with airlines, scheduled to take place through Economic Advisory Committees in September 2026. The French Minister responsible for civil aviation is expected to refer the proposal to the French Transport Regulatory Authority (ART) for a binding opinion in November 2026. The target date for the agreement to enter into force is January 1, 2027.
AirPro News analysis
We view this €8.2 billion capital injection as a critical step for Groupe ADP to maintain the competitive positioning of CDG and ORY against other major European hubs like London Heathrow Airport (LHR) and Amsterdam Airport Schiphol (AMS). By reducing the proposed airline charge increase from 2.6 to 2.1 percentage points above inflation, the operator appears to have made a necessary concession to secure state approval and ease friction with carrier customers. The phased approach prioritizing passenger flow and security before adding raw capacity aligns with current industry trends focusing on operational efficiency and passenger experience over sheer volume growth.
Sources: Groupe ADP
Photo Credit: Groupe ADP
Commercial Aviation
CDB Aviation Completes A320neo Lease Mandate with Marabu Airlines
CDB Aviation delivers fourth A320-271N to Marabu Airlines, completing a mandate signed at the 2025 Dubai Airshow.
Irish lessor CDB Aviation has finalized its four-aircraft lease mandate with Estonian leisure carrier Marabu Airlines following the delivery of a final Airbus A320-271N on July 30, 2026.
The handover brings Marabu Airlines’ total Airbus A320neo fleet to 12 aircraft, supporting the carrier’s ongoing network expansion across the European and Mediterranean leisure markets. In a press release issued on July 30, 2026, CDB Aviation confirmed the completion of the agreement, which was initially signed during the Dubai Airshow in November 2025.
Fleet expansion and aircraft specifications
The four leased aircraft are Airbus A320-271N models configured with 180 seats. The narrowbody jets are powered by Pratt & Whitney PW1127GA-JM engines. According to Aviation Week, the final aircraft delivered under this mandate holds Manufacturer Serial Number (MSN) 8503 and was previously operated by the grounded Indian carrier Go First.
Marabu Airlines Chief Executive Officer and Chief Operating Officer Paul Fabian stated that the modern, fuel-efficient aircraft will enable further network expansion while offering passengers more travel options.
“The successful collaboration with CDB Aviation has been instrumental in achieving this fleet expansion on schedule,” Fabian said in the release.
Strategic growth for Marabu Airlines
Marabu Airlines operates from German bases including Hamburg, Leipzig, and Nuremberg. The carrier has been actively scaling its operations to capture demand in the European leisure sector. Fabian, who assumed the dual role of CEO and COO in February 2026, has overseen this rapid fleet integration.
CDB Aviation Chief Executive Officer Jie Chen highlighted the operational benefits of the new aircraft for the airline. Chen noted that the latest-technology jets have made a notable impact on Marabu’s efforts to enhance efficiency and expand its route network.
AirPro News analysis
The delivery of MSN 8503 highlights the ongoing redistribution of Airbus A320neo family aircraft following the collapse of Go First. For lessors like CDB Aviation, the secondary market provides a critical avenue to place young, new-generation assets with growing operators like Marabu Airlines. We view Marabu’s rapid fleet expansion to 12 aircraft as a strong indicator of sustained demand in the European leisure market, particularly from regional German departure points.
Sources: CDB Aviation
Photo Credit: CDB Aviation
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