Commercial Aviation
Brunei Approves Chinese COMAC Jets Boosting Southeast Asia Aviation Market
Brunei’s aviation authority approves Chinese COMAC jets, enabling GallopAir’s $2B order and advancing China’s aviation industry international reach.
In the high-stakes world of commercial aviation, the sky has long been dominated by two giants: Boeing and Airbus. For decades, this duopoly has dictated the market, setting the standards for aircraft manufacturing, safety, and certification. However, the landscape is gradually shifting. China, a powerhouse in global manufacturing and a massive aviation market in its own right, has been methodically working to carve out its own space with its state-owned Commercial Aircraft Corporation of China (COMAC).
A significant step in this journey occurred on October 23, 2025, when Brunei’s Department of Civil Aviation (DCA) made a pivotal regulatory change. The small Southeast Asian nation officially amended its rules to recognize the Civil Aviation Authority of China (CAAC) as an approved foreign airworthiness authority. This decision, while seemingly a minor administrative update, carries substantial weight. It effectively opens Brunei’s skies to Chinese-manufactured aircraft, providing COMAC with a crucial validation outside its home turf and signaling a potential shift in regional aviation dynamics.
This development is not just about one country’s regulatory update; it’s a clear indicator of China’s broader strategy to establish a parallel aviation ecosystem. By securing approvals from foreign regulators, China aims to build international confidence in its aircraft, particularly the C919 narrow-body jet, designed to compete directly with the Boeing 737 and Airbus A320. Brunei’s move serves as a key building block in this long-term ambition, potentially influencing other nations to follow suit.
The primary driver behind Brunei’s regulatory shift is GallopAir, a new Brunei-based airline with significant backing from Chinese investors, including the Shaanxi Tianju Investment Group. GallopAir’s business model is intrinsically linked to COMAC’s success, as the startup has placed a massive US$2 billion order for 30 Chinese-made aircraft. This landmark deal, signed in September 2023, includes 15 C909 regional jets (formerly known as the ARJ21) and 15 C919 narrow-body airliners.
This order is particularly noteworthy because it marks the first international purchase of the C919, COMAC’s flagship aircraft. Until this point, the C919, which had its first commercial flight in May 2023, had only been operated by Chinese airlines. GallopAir’s commitment represents a vote of confidence and provides COMAC with a vital international case study. The airline’s strategy is to enhance connectivity within the Brunei Darussalam–Indonesia–Malaysia–Philippines East ASEAN Growth Area (BIMP-EAGA), a region with growing demand for air travel.
Before Brunei’s recent policy change, its aviation regulations only recognized certifications from the United States, Canada, Europe, and Brazil, which would have prevented GallopAir from operating its fleet of COMAC jets. The amendment to include the CAAC was therefore a necessary and direct facilitator of the airline’s operational plans. This symbiotic relationship between a new, ambitious airline and a planemaker seeking global reach illustrates a key part of China’s strategy: leveraging strategic international partnerships to expand its aviation footprint.
The US$2 billion deal between GallopAir and COMAC is the first international order for the C919, a direct competitor to the Boeing 737 and Airbus A320.
Brunei’s approval is a strategic victory for COMAC, but it’s just one move in a much larger and more complex game. The ultimate goal for China is to position COMAC as a viable third player in the global commercial aircraft market, breaking the long-standing Boeing-Airbus duopoly. This “triopoly” is something both Western manufacturers have acknowledged as a long-term possibility. China is employing a multi-pronged approach to achieve this, starting with its vast domestic market to build operational history and credibility for its aircraft.
The next phase involves using state-backed diplomacy and financing to open overseas markets, particularly in developing nations and countries politically aligned with China. Brunei’s decision, along with a similar move by Vietnam to add the CAAC to its list of approved regulators, suggests this strategy is gaining traction. Each foreign regulatory approval helps build a case for wider acceptance and chips away at the perception that COMAC aircraft are only suitable for the protected Chinese market. p>Despite this progress, significant hurdles remain. The most formidable barrier is the lack of type certification from the U.S. FAA and the European Union Aviation Safety Agency (EASA). These certifications are the gold standard in the industry and are essential for accessing Western markets. The EASA has indicated that the certification process for the C919 could take several more years, potentially pushing any approval to 2028 or beyond. Furthermore, COMAC remains reliant on Western suppliers for critical components like engines and avionics and must build a global maintenance, repair, and overhaul (MRO) network to support international airlines.
Brunei’s decision to allow the operation of Chinese-made jets is more than a local regulatory update; it is a calculated step that provides COMAC with a crucial international platform. By facilitating GallopAir’s multi-billion-dollar order, Brunei has become an important early adopter of China’s aviation technology, setting a precedent that other nations in the region and beyond may watch closely. This development is a clear win for COMAC, validating its aircraft outside of China and supporting its ambition to become a global aviation player.
However, the path to disrupting the established duopoly is long and fraught with challenges. While COMAC has secured a foothold in Southeast Asia, the lack of FAA and EASA certification remains a major obstacle to widespread international adoption. The true test will be whether COMAC can build a comprehensive global support network and convince major international airlines of its long-term value and reliability. For now, the industry is watching to see if this small step in Brunei will translate into a giant leap for China’s aviation aspirations.
Question: What is COMAC? Question: Why is Brunei’s approval of COMAC jets significant? Question: What are the main challenges COMAC still faces?
Brunei Greenlights Chinese-Made Jets, Giving COMAC a Foothold in Southeast Asia
The GallopAir Catalyst: A US$2 Billion Bet on COMAC
The Global Chessboard: COMAC’s Ambitions and Hurdles
Conclusion: A New Player on the Tarmac
FAQ
Answer: The Commercial Aircraft Corporation of China (COMAC) is a state-owned Chinese aerospace manufacturer established to design and build large passenger aircraft, reducing China’s dependency on Boeing and Airbus.
Answer: It marks a key international validation for COMAC’s aircraft. It allows a non-Chinese airline, GallopAir, to operate a fleet of C919 and C909 jets, providing COMAC with its first international C919 customer and a strategic foothold in the Southeast Asian market.
Answer: COMAC’s biggest challenges are securing type certification from the U.S. Federal Aviation Administration (FAA) and the European Union Aviation Safety Agency (EASA), which are required to operate in most Western markets. The company also needs to build a global maintenance and support network and reduce its reliance on Western-made components for its aircraft.
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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