Comac C919

Comac

Company type	State-owned enterprise
Industry	Aerospace
Founded	2008
Headquarters	Shanghai , China
Products	C919 airliner

The Comac C919 is a single-aisle airliner created by the Chinese state-owned enterprise Comac. Initiated in 2008 to rival the Airbus A320 family and Boeing 737, its manufacturing commenced in December 2011. The initial prototype was unveiled on 2 November 2015, followed by its inaugural flight on 5 May 2017. It obtained the CAAC type certification on 29 September 2022. The first production unit was handed over to China Eastern Airlines on 9 December 2022 and began commercial operations on 28 May 2023.

Primarily constructed from aluminium alloy materials, the C919 is equipped with CFM International LEAP turbofan engines and accommodates between 158 passengers (configured as 8 business plus 150 economy seats) and 168 passengers in an all-economy layout. It has a maximum range of approximately 5,555 km (3000 nmi). In 2023, COMAC announced plans to introduce both shortened and extended variants, aligning its product line with competitors such as the Boeing 737 MAX and Airbus A320neo family.

Naming

The letter C in the model designation represents "Comac" as well as "China," establishing an "ABC" sequence alongside competitors Airbus and Boeing. The number 9 conveys a symbol of longevity within Chinese culture, while the digits 19 correspond to an approximate seating capacity of 190 passengers.

Development

The program launched in 2008 originally targeted a maiden flight by 2014. On 28 October 2010, Comac submitted an application for a type certificate to the Civil Aviation Authority of China, with plans to produce up to 2,300 units. In June 2011, COMAC entered into a partnership agreement with Irish budget carrier Ryanair to collaborate on the C919’s development. By 2012, Airbus' chief strategist Marwan Lahoud predicted that the aircraft would emerge as a competitor to Airbus by the year 2020.

Preliminary design

Completion of the joint definition phase was achieved on 24 November 2011, marking the end of preliminary design and setting detailed design completion for 2012. Production of the initial prototype began on 9 December 2011. The aerodynamic features of the C919 were developed utilizing the computational power of the Tianhe-2 supercomputer. The production target aimed for an annual output of approximately 150 aircraft by the year 2020. Starting in March 2012, Canada's Bombardier Aerospace collaborated with COMAC on supply chain management, electrical systems integration, cockpit design, pilot training programs, testing support, as well as sales and marketing efforts.

Prototyping

While the declared development budget stood at (), actual expenditures surpassed (). The first prototype was initially slated for final assembly in 2014 with a maiden flight planned for 2015; however, technical difficulties and supply chain issues postponed delivery until 2018. At the Zhuhai Airshow in November 2014, the first flight timeline was revised to occur in 2017. On 2 November 2015, Comac officially presented its first C919 aircraft.

In May 2018, Comac announced successful completion of static and damage tolerance assessments for a composite wing that had been under development since 2012, following an earlier decision to switch from composite to metal construction. These evaluations confirmed the wing’s structural integrity and strength ahead of full-scale composite wingbox testing. On 12 July, during static testing, the aircraft simulated a maneuver at 2.5g with an ultimate load factor of 150%, causing wingtip deflections close to three meters sustained for three seconds.

Allegations of US Espionage

Cybersecurity company Crowdstrike and an indictment by the US Justice Department revealed that between 2010 and 2015, the Chinese hacking group known as Turbine Panda, connected to the Ministry of State Security's Jiangsu Bureau, breached multiple foreign suppliers involved in the C919 project. Targets included firms such as Ametek, Capstone Turbine, GE Aviation, Honeywell, and Safran. The attackers exfiltrated intellectual property and industrial process information to facilitate the relocation of component production to Chinese manufacturers. This campaign combined cyber intrusions with human intelligence operations, frequently utilizing bespoke malware designed specifically for industrial espionage. By 2019, four suspects connected to this economic espionage and theft of trade secrets were apprehended in the United States.

In November 2022, a federal jury in Cincinnati found Yanjun Xu, aged 42, guilty of conspiracy and attempted economic espionage involving the theft of aerospace trade secrets intended to support the C919 program. Xu was sentenced to 20 years in prison.

Flight Testing

The initial prototype of the C919 completed high-speed taxi trials by April 2017, followed by its inaugural flight on 5 May 2017. Comac outlined a comprehensive test schedule totaling 4,200 flight hours, initially targeting a commercial launch in 2020, which was later postponed to 2021. The European Aviation Safety Agency was designated to validate the aircraft’s type certification. The required flight hours surpassed those typical for Airbus and Boeing narrowbody models but remained below those for the ARJ21.

By July 2017, the second prototype was prepared for evaluations including engine performance, auxiliary power unit (APU) functionality, fuel system assessments, and extreme weather trials; six aircraft were planned for flight testing. Its second flight took place in September 2017 but occurred five months after the first prototype’s maiden flight, indicating developmental delays. Subsequent flights examined altitude capabilities and speed performance, with aircraft movements between Shanghai and Xi'an to continue testing activities.

The second prototype’s first flight occurred on 17 December 2017. While the initial three prototypes concentrated on verifying overall aircraft performance and systems integration, the fourth was dedicated to avionics and electrical system validation; the fifth and sixth focused on passenger amenities and cabin system trials.

Delays in flight testing resulted in pushing back initial deliveries from 2020 to 2021 for China Eastern Airlines. By early 2018, the first prototype was conducting more than one flight weekly. Mid-2018 saw a temporary suspension of flight tests due to required modifications addressing carbon-fiber elevator delamination affecting flaps and tailplanes; despite this setback, Comac maintained its commitment to a 2021 delivery timeline.

Comac highlighted ongoing advancements, emphasizing continuous system verifications and calibrations across all prototypes. In July 2018, the second prototype undertook meteorological condition testing. Plans called for over 1,500 flights accumulating more than 2,000 hours before delivery by September; the third prototype was anticipated to take flight before year-end.

In October 2018, revisions were mandated for the cockpit design to comply with US FAA Part 25.1302 regulations—a prerequisite for international certification but not required by CAAC standards. Developing a domestically produced engine alternative to the CFM Leap-1C was projected as a minimum fifteen-year endeavor. At that point, all prototypes had collectively flown under 150 hours, necessitating an accelerated pace of testing to meet certification deadlines.

Also in October 2018, ten Chinese citizens faced indictment in the US on charges related to alleged theft of aerospace secrets tied to the C919 initiative.

By late 2018, flutter testing was scheduled following completion of ground-based evaluations; the third prototype completed its first flight in December. The fourth prototype took flight in August 2019; October saw the fifth prototype’s maiden voyage aimed at extreme weather and environmental system assessments. Certification timelines shifted from an initial target of 2020 to 2021 with deliveries expected by 2022.

The sixth and final prototype conducted its maiden flight in December 2019, completing Comac’s test fleet. Commercial operations with China Eastern Airlines were projected for either 2021 or 2022.

On 27 November 2020, the C919 secured type inspection authorization from the CAAC, confirming that its design was finalized and verified with no further significant structural modifications permitted.

After conducting cold-weather trials in Inner Mongolia, plans were set for natural icing condition tests near London International Airport in Ontario, Canada during March 2021; these tests may have experienced delays due to the COVID-19 pandemic.

Entry into service

On 14 May 2022, the C919 completed its inaugural pre-delivery test flight at Shanghai Pudong International Airport. Aircraft B-001J (MSN107), adorned in China Eastern Airlines colors, successfully executed a three-hour flight. This aircraft was slated for delivery within the year 2022. At that time, the jet's price was set at 653 million yuan (around US$97 million), positioning it competitively alongside the Airbus A320neo and Boeing 737 MAX models, despite this figure being roughly twice the initially anticipated US$50 million, even though it incorporated composite wing structures.

Throughout 2022, China Eastern Airlines carried out route-proving missions across multiple Chinese cities to confirm the aircraft’s operational capabilities. The first production model commenced flight testing to verify commercial readiness, with COMAC announcing the successful completion of all required tasks. Delivery schedules aimed for one unit in 2022 followed by four additional aircraft in 2023.

On 29 September 2022, the Civil Aviation Administration of China granted airworthiness certification to the C919. Subsequently, China Eastern Airlines received its first commercial aircraft on 9 December 2022 in Shanghai. After brief test flights early in 2023 and a temporary halt in February due to an engine thrust reverser issue, flight testing resumed on 7 May 2023, targeting passenger service initiation in spring.

Commercial operations began on 28 May 2023 with China Eastern Airlines flight MU9191 flying from Shanghai Hongqiao to Beijing Capital Airport. The following day, daily services between Shanghai Hongqiao and Chengdu Tianfu Airport were launched. A second C919 (registration B-919C) joined China Eastern’s fleet on 14 July 2023.

In July 2023, Suparna Airlines secured a leasing agreement valued at US$3.6 billion with SPDB Financial Leasing for 30 C919 aircraft, highlighting robust market interest. Additionally, Brunei’s GallopAir revealed intentions to pursue certification and deliveries starting in the third quarter of 2024, positioning itself as the first international and Southeast Asian operator of the C919.

Between December 12 and 17, 2023, both the C919 and ARJ21 were exhibited at Hong Kong International Airport, marking their initial presentation outside mainland China. On December 16, the C919 performed a flight demonstration over Victoria Harbour.

The C919 made its international debut with a flyover at the 2024 Singapore Airshow. During this event, COMAC announced an order from Tibet Airlines for 40 high-altitude variant jets featuring a shortened fuselage and strengthened landing gear tailored for short-field operations.

In May 2024, exactly one year after commencing passenger service, the first delivered airframe (B-919A) underwent an extensive "A-inspection" safety evaluation—covering engines, landing gear, and cabin systems—conducted by China Eastern Airlines Technology subsidiary; it successfully passed all assessments.

The aircraft’s first commercial flight beyond mainland China took place on 1 June 2024 when China Eastern Airlines operated a charter transporting students from Hong Kong to Shanghai as part of an exchange program.

Shrinking the C919: C919-600

In September 2023, COMAC Chairman He Dongfeng announced intentions to develop both shortened and lengthened versions of the C919, with seating capacities ranging from approximately 130 up to 240 passengers.

On 17 December 2023, COMAC entered into a collaboration with Tibet Airlines to create a high-altitude adaptation of the jet suited for operations on the Tibetan-Himalayan plateau. The reduced-length C919-600 model, accommodating between 140 and 160 passengers, is engineered to serve airports situated at high elevations such as Daocheng Yading Airport (ZUDC/DCY), which sits at an altitude of 14,472 feet and currently receives only specially modified Airbus A319 aircraft.

By August 2025, the CAAC Shanghai certification center approved the outer wingbox of the first C919-600 (MSN00032), marking this component as the initial structural part certified for this variant.

Expanding the C919 Line: C919-800

Unveiled in September 2023, the stretched C919-800 model aims to broaden COMAC's presence in the market segment accommodating between 130 and 240 seats. This version is projected to commence operations by 2030.

Global Certification

Following the 2020 Bilateral Aviation Safety Agreement, COMAC has been collaborating with the European Union Aviation Safety Agency (EASA) to secure certification for the C919. While initial plans targeted approval by late 2025, EASA’s executive director Florian Guillermet has indicated that certification is more realistically expected between 2028 and 2031, citing slower-than-anticipated progress.

Obtaining EASA certification is vital for the C919’s international market penetration, as most countries require approval from leading aviation authorities. As of September 2025, COMAC has not sought certification from the U.S. Federal Aviation Administration (FAA). Airlines and leasing firms outside China generally insist on validation by either EASA or FAA before integrating aircraft into their fleets.

Guillermet emphasized that Western aircraft typically receive certification within one to two years after their maiden flight, with validations under bilateral agreements taking approximately six months—provided there are established regulatory partnerships. For the C919, EASA must finalize comprehensive design reviews and conduct flight tests before issuing type certification.

C919-100

The foundational model in the C919 series is the C919-100, which comes in two configurations: the C919-100 STD and the C919-100 ER.

C919-100 STD

The standard "C919-100 STD" employs a pair of CFM International LEAP-1C28 engines, each delivering roughly maximum takeoff thrust (MTO) and maximum continuous thrust (MCT).

This variant is the most widely ordered, boasting over 300 firm commitments from carriers such as China Eastern Airlines, China Southern Airlines, and HNA Aviation.

C919-100 ER

The extended-range "C919-100 ER" is equipped with two CFM International LEAP-1C30 engines, each rated at MTO and MCT levels. It features increased maximum takeoff weight (MTOW) and maximum taxi weight (MTW), enhancing its payload capacity and operational range.

Importantly, this version achieves its extended range without adding auxiliary fuel tanks; instead, improvements stem from structural reinforcements and elevated MTOW while retaining identical fuel storage as the standard model.

Air China stands as the exclusive confirmed operator for this variant, having placed orders exceeding 100 units.

C919-600

Currently in production as of September 2025, the C919-600 is a shortened fuselage derivative designed specifically for high-altitude routes. It accommodates between 140 and 160 passengers and is capable of operating at all principal high-altitude airports across China—including Daocheng Yading Airport (ZUDC/DCY), situated at , which presently only supports specially modified Airbus A319 models.

C919-800

The elongated fuselage variant known as the C919-800 remains under development with service entry anticipated by 2030.

This model will provide seating for nearly 50 additional passengers compared to the existing versions, which currently accommodate between 156 and 192 individuals.

Configuration and Performance

The overall size of the C919 is very similar to that of the Airbus A320; its fuselage spans wide and stands high, featuring a cross-section that may facilitate compatibility with existing unit load devices. The wingspan measures (including winglets). This aircraft can carry a payload of 20.4 tonnes, cruises at , and operates at a maximum altitude of 12,200 metres (39,800 feet). Two configurations are planned: a baseline model with a range and an extended-range variant offering .

The aircraft's design approach is traditional, akin to the three-decade-old A320, and it does not match the fuel efficiency levels of newer models like the A320neo or 737 MAX.

Construction

Critical elements such as the center wing box, outer wing box, wing panels, flaps, and ailerons are manufactured in Xi'an, China; meanwhile, center fuselage segments are produced in Hongdu, China. Aluminium-lithium alloys account for 8.8% of the structural materials, while composites represent 12%. The primary airframe material is aluminium alloy, with design and assembly operations headquartered in Shanghai.

Wings

The wings employ a supercritical profile that enhances aerodynamic performance by approximately 20% and lowers drag by about 8% relative to traditional wing designs. Although initially planned to use carbon fiber composite for the center wing box, this was later changed to aluminium to streamline the design process.

Systems

The engine nacelle, thrust reverser, and exhaust components are provided by Nexcelle, featuring advanced inlet designs, composite construction, noise reduction treatments, and an electrically actuated thrust reverser. Michelin supplies Air X radial tires for the landing gear. The aircraft’s avionics system utilizes an Ethernet-based integrated modular architecture.

Landing gear production is carried out domestically through a partnership between Germany's Liebherr and AVIC’s Landing Gear Advanced Manufacturing Corp (Liebherr LAMC Aviation).

While the airframe is entirely produced by AVIC, many onboard systems originate from international collaborators via Chinese joint ventures: UTAS supplies electric power and fire protection systems; Collins Aerospace provides cabin equipment and avionics; Thales delivers in-flight entertainment solutions; Honeywell contributes flight controls, auxiliary power units (APU), wheels, and brakes; Moog handles high-lift device components; Parker Hannifin manages hydraulics and fuel systems; and Liebherr supplies landing gear and environmental control systems.

Only select parts—such as the CFM International LEAP engine and Nexcelle nacelle—are fully imported. Due to US export controls restricting production capacity, COMAC intends to boost domestic supplier independence by ultimately substituting all components subject to American export limitations.

CFM International LEAP-1C

In 2009, both Pratt & Whitney and CFM International proposed engine options for the C919: the PW1000G and the LEAP-1C, respectively; ultimately, the LEAP-1C was chosen.

The LEAP-1C family comprises two variants: the LEAP-1C28 powering the C919-100 STD model and the LEAP-1C30 designed for the higher maximum takeoff weight C919-100 ER variant. The latter delivers marginally increased maximum takeoff thrust as well as continuous thrust.

In February 2020, concerns over technology transfer risks, competition with Boeing, and potential military uses led the US government to consider prohibiting GE from selling LEAP-1C engines to Comac. However, then-President Donald Trump opposed such restrictions. Consequently, GE received authorization in April 2020 to continue engine sales.

The LEAP-1C holds a type certificate shared with the LEAP-1A but differs mainly in thrust reverser integration: it is incorporated into the engine on the -1C variant but forms part of the aircraft system on the -1A.

In May 2025, sales of LEAP-1C engines to China were suspended by United States authorities.

AECC CJ-1000A

In 2009, the Aero Engine Corporation of China initiated the development of a homegrown engine tailored for the aircraft. The initial assembly of the CJ-1000A engine was finalized within 18 months by December 2017, targeting entry into service in 2021. The engine achieved its first operational run in May 2018, attaining a core speed of 6,600 rpm.

By March 2023, flight testing of the CJ-1000A commenced aboard a Xi'an Y-20 test platform. AECC leadership reported in early March 2025 that progress was "on track," with expectations that the engine would soon be installed on a C919 for validation flights.

Seating

The aircraft cabin is arranged in a 3-3 seating configuration, common among this class of airliners such as the Airbus A320 and Boeing 737. Each row’s center seat is designed to be 1.5 cm wider than the adjacent aisle and window seats to improve passenger comfort.

As of September 2025, all business and economy class seating is provided exclusively by Jiatai Aircraft Equipment Co., Ltd, part of AVIC Cabin Systems (ACS). The business class employs the Jiatai JT220B model, while economy class uses the Jiatai JT220E, both featuring customizable options including adjustable headrests, holders for mobile devices, and USB charging ports.

Supplier overview

Category	System	Supplier	Country	Product
Airframe	Fuselage	AVIC	China
	Cabin seating	AVIC Cabin Systems Jiatai	China	JT220B/E
	Main landing gear wheels	Liebherr LAMC Aviation (joint venture between Liebherr and AVIC)	Germany/China
	Nose landing gear wheel	Honeywell Aerospace	U.S.
	Brake system			Carbenix
	Tires	Guilin Lanyu Aviation Tyre	China
Avionics	Weather radar	ALRAC (Collins Aerospace/AVIC joint venture)	U.S./China
	Communication and navigation avionics	RCCAC (Collins Aerospace/CETCA joint venture)	U.S./China
	Air data system	Honeywell Aerospace	U.S.
	Flight control system (aircraft)
	Flight control system (aircraft)	Hongfei Flight Control	China
	Inertial reference system	Honeywell Aerospace	U.S.	LASEREF IV
	In-flight entertainment system	Thales Group/CETCA joint venture	France/China	TopSeries
	Air management system	Liebherr	Germany
	Flight management system	AVIAGE Systems (GE Aerospace/AVIC joint venture)	U.S./China	TrueCourse™
	Flight recorder unit
	Integrated standby instruments system
	Onboard maintenance monitoring system
	Remote interface unit (RIU)
Power systems	Engine (LEAP model)	CFM International (GE Aerospace/Safran joint venture)	U.S./France	LEAP-1C
	Engine (CJ-1000 variant)	Aero Engine Corporation of China (AECC)	China	CJ-1000A
	'Auxiliary power unit'	'Honeywell Aerospace'	'U.S.'	'HGT750'

Market

By 2012, orders for the C919 totaled 380 aircraft valued at approximately US$26 billion, averaging near $68 million per airplane. In comparison, FlightGlobal's 2013 Ascend market valuations placed the Airbus A320neo at $49.2 million and the Boeing 737 MAX-8 at $51.4 million—both notably below their official list prices.

Chinese carriers purchasing the C919 already operate fleets comprising Boeing 737 or Airbus A320 models. COMAC aims to secure one-fifth of the worldwide narrow-body segment and one-third of China's domestic market by 2035, with projections estimating 2,000 units sold by 2037. According to the Financial Times, China regards success with the C919 as a significant national achievement.

Nonetheless, a 2017 Financial Times report highlighted that the C919 trails Airbus A320neo and Boeing 737 MAX 8 by approximately 10 to 15 years in technological advancement and anticipated operating expenses. Its maximum range of 2,200–3,000 nautical miles is less than competitors’ ranges of roughly 3,400–3,550 nautical miles, reducing its appeal against newer aircraft.

FlightGlobal predicted total deliveries reaching 1,209 units by 2018—split between 687 standard and 522 stretched variants—with an estimated 85% destined for China. As of December 2024, all sixteen active C919s had collectively transported over one million revenue passengers.

In April 2025, amid escalating trade tensions, China imposed a tariff of 125% on imports from the U.S., significantly raising costs for Boeing jets sold to Chinese airlines. This development led analysts to anticipate that Chinese operators might increasingly prefer COMAC models or Airbus alternatives. By May 2025, Ryanair CEO Michael O'Leary suggested potential interest in COMAC aircraft should tariffs inflate Boeing prices. U.S. legislators voiced security concerns regarding this possibility and advocated for vigilance.

Manufacturing Capacity

In January 2023, COMAC set a goal to increase its annual production output to 150 aircraft within the following five years. For context, Airbus averaged 424 units per year from the A320neo series over a span of nine years ending in February 2025. By January 2025, COMAC planned to deliver 30 aircraft that year and elevate overall production capability to 50 planes annually. Nevertheless, due to US-imposed sanctions restricting access to Western-manufactured LEAP engines, only five airplanes were delivered during the first half of 2025.

Delivery Milestones

The inaugural C919 destined for commercial operation was handed over to the launch customer China Eastern Airlines on 9 December 2022. Subsequent deliveries fulfilled China Eastern's initial purchase with aircraft received on 14 July 2023, 9 December 2023, 29 December 2023, and 2 March 2024. A sixth unit was delivered on 28 May 2024, followed by the seventh and eighth aircraft arriving on 29 July and 30 September 2024 respectively. Both Air China and China Southern Airlines took delivery of their first C919s on 28 August 2024.

In March 2025, an airframe registered as B-658M was delivered to COMAC’s charter service Comac Express. The fourth airframe for China Southern Airlines (B-658N) was handed over on 30 April 2025.

Delivery Summary

Airline	2022	2023	2024	2025
Air China	0	0	3	3
China Eastern Airlines	1	2	7	2
China Southern Airlines	0	0	3	4Template:Fix/category
Comac ExpressTemplate:Fix/category	0	0	0	1Template:Fix/category
Annual Total	1	2	13	10
Total	26

Order Book

During the November 2010 Zhuhai Airshow, COMAC announced firm orders for a total of 55 C919 aircraft from six airlines and leasing companies, alongside options for an additional 45 planes. The customers included China Eastern Airlines, Air China, Hainan Airlines, China Southern Airlines, CDB Leasing Company, and Bank of Communications Financial Leasing. On October 19, 2011, ICBC Leasing became the launch customer by placing an order for 45 C919s. At the Zhuhai Airshow in 2014, the leasing arm of China Merchants Bank committed to purchasing thirty C919s, increasing total orders to approximately 450.

At the June 2015 Paris Air Show, Ping An Leasing signed a letter of intent (LOI) for fifty C919s, emerging as one of COMAC’s largest clients. Additionally, Puren Group inked an LOI for seven C919s and seven ARJ21s intended for its new airline venture. In November of the following year, orders were placed by Shanghai Pudong Development Bank Financial Leasing (20 C919s with five firm commitments) and CITIC Group Financial Leasing (36 C919s including eighteen firm). Prior to the first flight, no deposits were required; however, after that milestone, a deposit amounting to ¥500,000 (approximately $76,000) per confirmed order was mandated. The ICBC Leasing order on December 5, 2017, for fifty-five aircraft raised total commitments to around seven hundred eighty-five.

By February of 2018, total orders had reached eight hundred fifteen before a substantial June agreement with HNA Group for two hundred C919s alongside one hundred ARJ21s. As of August that year, FlightGlobal reported three hundred five confirmed orders plus forty-five options and six hundred fifty-eight letters of intent (LOIs). By January of 2023, COMAC declared over twelve hundred orders; however, by September that year the number reported was one thousand sixty-one.

On September 20, 2023, Brunei GallopAir placed a $2 billion contract for fifteen C919s and fifteen ARJ21 jets, marking it as the first operator outside mainland China or Southeast Asia to order the C919. In April of the following year, Air China announced an order for one hundred C919 aircraft scheduled for delivery between the years of 2024 and 2031. Later on November 21, Hong Kong Airlines chairman Yan Bo revealed intentions to procure C919s amid fleet expansion plans and resumed long-haul operations.

Order Book Details

Customer	Orders	Options
ABC Financial Leasing	65	10
Air China	105	15
AVIC International Leasing	15	15
Bank of Communications Financial Leasing	80	—
BOC Aviation	20	—
CCB Financial Leasing	50	—
CDB Financial Leasing	50	—
CMB Financial Leasing	50
China Aircraft Leasing Co.	20	—
China Eastern Airlines	105	15
China Huarong Financial Leasing	30	—
China Southern Airlines	100	15
Citic Financial Leasing	18	18
GallopAir	15	—
Hainan Airlines	60	—
Hebei Airlines	20	—
Huabao Leasing	15	15
ICBC Financial Leasing	100	—
Jiangsu Financial Leasing	20
Lao Airlines	2	—
Nuclear Construction Financial Leasing	20	20
Ping An Financial Leasing	50	—
Sichuan Airlines	20	—
Suparna Airlines	30	—
SPDB Financial Leasing	30	15
Tibet Airlines	40	—
Total	1150	138

Orders Cancelled

Order Details

Client	Confirmed Orders	Options LOI/MOU	Total	Date
Joy Air		20 (LOI)	20	27 April 2025
City Airways		10 (MOU)	10	16 September 2015

Prospective Customers

Order Prospects

Client	Confirmed Orders	Options LOI/MOU	Total Potential	Date
Total Linhas Aéreas
Garuda Indonesia		15–20	15–20	Between December 2024 and January 2025
AirAsia
Air Borneo
Air Karachi
Ryanair

Current Operators

Airline	Country	Image	Delivered Units	Model Variant	References
Air China	Template:CHN		6	C919-100 ER
China Eastern Airlines			12	C919-100 STDTemplate:Fix/category
China Southern Airlines			7	C919-100 STDTemplate:Fix/category

Technical Specifications

Specification	C919-100 STD	C919-100 ER
Flight Crew	Two pilots
Seating Capacity	Ranges from 158 seats (8 business + 150 economy) up to 192 in a single-class HD layout
Cargo Volume	45.2 m3 (1,600 cu ft)
Aircraft Length	38.9 m (127 ft 7 in)
Wingspan	35.8 m (117 ft 5 in)
Wing Surface Area	129.15 m2 (1,390.2 sq ft)
Aircraft Height	11.95 m (39 ft 2 in)
Fuselage Height	4.166 m (13 ft 8.0 in)

Engines (Two Units)	CFM LEAP-1C28	CFM LEAP-1C30
Fan Diameter	(78 inches)	(78 inches)
Maximum Takeoff Thrust	(29,220 lbf / 130 kN)	(30,821 lbf / 137 kN)
Maximum Continuous Thrust	(28,760 lbf / 128 kN)	(29,949 lbf / 133 kN)
Cruise Velocity	(Mach 0.785)	(Mach 0.785)
Range with Standard Payload	(4,139 km / 2,235 nmi)	(5,576 km / 3,011 nmi)
Service Ceiling	(39,800 ft)	(39,800 ft)
Takeoff Run (MTOW, ISA conditions)	(2,052 m)	(2,125 m)