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As global commercial aviation struggles due to Western supply chain constraints, manufacturing crises, and shifting alliances, the MENA region is re-evaluating its procurement strategies. At the same time, the Commercial Aircraft Corporation of China (COMAC) is positioning itself as a viable third option. The desire for alternate options extends back to 2017: “I have no hesitation at all in buying Chinese airplanes… I think it would be good for this monopoly to be broken,” noted Akbar Al-Baker, Former CEO, Qatar Airways
While firm orders from the region’s carriers are still pending, industry leaders increasingly acknowledge the need for a third manufacturer to challenge the existing duopoly. Severe production bottlenecks at Airbus and Boeing have left Middle Eastern carriers with massive backlogs exceeding 1,600 units, valued at roughly $200bn.
Airbus and Boeing MENA aircraft backlog figures highlighting the regional procurement vacuum. Chart: Aljaweea, source: AIN Online.
The COMAC MENA Connection
COMAC is targeting the MENA region to capitalise on this supply vacuum. The momentum began in 2024 with a strong regional debut:
May 2024: Riyadh
At the May 2024 Future Aviation Forum, COMAC initiated discussions on supply chain localisation. Concurrently, the Saudia Group formally offered COMAC the opportunity to establish a physical jet final assembly line within its 1-million-square-metre Saudia Technic MRO Village in Jeddah. While exploratory, this facility would enable COMAC to localise its supply chain and expand its industrial presence across the Middle East.
September 2024: Egypt
At the Egypt International Airshow in September 2024, COMAC pitched the C919 to African delegates and carriers. The manufacturer positioned the narrowbody jet as a highly cost-effective modernisation option for fleets across continental Africa, aiming to build an early foothold in the African aviation market.
November 2025: Dubai
COMAC made its debut at the Dubai Airshow, aiming to capitalise on deep backlogs at legacy Western manufacturers and fill a regional vacuum as Gulf states seek post-oil economic diversification through aviation. To demonstrate reliability in harsh desert environments and build trust, COMAC conducted daily aerial displays of its flagship C919 narrowbody and held static exhibitions of the C909 business jet variant.
March 2025: Morocco
In addition, Royal Air Maroc’s code-sharing MoU with China Southern Airlines, operating 43 COMAC aircraft as of mid-2026, builds operational familiarity ahead of any potential hardware integration. “It would be good to establish a partnership with COMAC to diversify the value chain of aircraft on the continent… [the C919] could be a good option for regional operations,” said Abderahmane Berthe, Secretary-General, AFRAA .
The COMAC Fleet
In June 2016, COMAC launched its C909 regional jet, which entered revenue service with Chengdu Airlines, followed in May 2023 by the flagship C919 narrowbody with China Eastern Airlines. Relying heavily on domestic carriers, the manufacturer secured massive orders from China’s “Big Three” state-owned operators—Air China, China Eastern, and China Southern Airlines—alongside regional commitments from Tibet Airlines.
Internationally, COMAC established a Southeast Asian export front, placing aircraft with Indonesia’s TransNusa, Lao Airlines, VietJet, and Brunei-based GallopAir. Faced with Western regulatory delays, COMAC has focused its exports towards Southeast Asia, Africa and the Middle East.
Specifications and delivery figures for the COMAC C909, C919, and C929 aircraft. Chart: Aljaweea, sources: AirInsight; Aerospace Global News.
The manufacturer’s commercial portfolio currently comprises three distinct airframes:
C909 (formerly ARJ21): A regional jet powered by General Electric CF34-10A engines, seating 78 to 97 passengers. It claims 70% of China’s domestic regional market with 210 units delivered by March 2026.
C919: A narrowbody competitor to the A320neo and 737 MAX, seating 158 to 192 passengers and using CFM LEAP-1C engines. Severe supply constraints limited cumulative deliveries to just 32 jets by late 2025.
C929: An in-development widebody targeting a 12,000-kilometre range, designed for long-haul flights.
Bottlenecks and Workarounds
Will COMAC disrupt MENA aviation the way Chinese manufacturers disrupted the automotive sector? MENA carriers are clearly open to Chinese aviation investments, as evidenced by Emirates appointing China Railway Construction Corp (CRCC) to build a $5.1 billion, 1.1-million-square-metre MRO complex at Dubai South.
His Highness Sheikh Ahmed bin Saeed Al Maktoum, Chairman and Chief Executive, Emirates airline and Group and Dai Hegen Chairman, China Railway Construction Company Ltd signing the agreement at the ground breaking ceremony of Emirates’ new engineering facility at Dubai South.
However, COMAC faces three significant hurdles before it can achieve widespread regional integration, each requiring strategic workarounds:
1. The certification barrier
Lacking EASA and FAA airworthiness certification, the C919 remains barred from European and American airspace, which is essential for most MENA-based, globally connected carriers.
The Workaround: COMAC is targeting countries willing to accept reciprocal certification from China’s CAAC. For example, Brunei amended its civil aviation rules to permit carriers such as GallopAir to operate Chinese jets without Western approval.
2. The engine chokepoint
COMAC relies exclusively on Western engines – the CFM International LEAP-1C for the C919 and General Electric CF34-10A for the C909. Global production bottlenecks and a 2026 industry backlog of around 18,000 aircraft intensify these supply challenges. Furthermore, geopolitical vulnerabilities expose COMAC to severe disruption, as demonstrated by a temporary suspension of its 2025 US export license that crippled its delivery targets.
The Workaround: The Aero Engine Corporation of China (AECC) is developing the indigenous CJ-1000A engine. Certification is expected by 2027–2028, paving the way for mass production by 2030 and eliminating reliance on Western OEMs.
3. The MRO deficit
Another hurdle to successful integration in the Middle East is the lack of an established aftermarket and maintenance, repair, and overhaul (MRO) support network for Chinese aircraft in the region. Setting up new support infrastructure faces industry-wide difficulties, as the broader MENA MRO market is currently constrained by a shortage of skilled maintenance technicians and regional geopolitical instability that disrupts the logistics of critical engine parts.
The Workaround: Airlines are building operational familiarity through alternative channels. Royal Air Maroc’s March 2025 code-sharing MoU with China Southern Airlines lays the groundwork for hardware integration. In addition, Saudia Group’s proposed Jeddah assembly line would localise the supply chain and anchor a regional MRO network.
Without international certification, independence from Western OEM engines, and Middle Eastern MRO facilities, Chinese aircraft cannot currently dominate the regional aviation industry as they have in the automotive sector. The manufacturer must therefore bypass legacy markets and focus on markets that accept CAAC reciprocal certification, or seek localised aerospace manufacturing to hedge against Western geopolitical volatility and supply-chain dominance.
A chart outlining COMAC’s three strategic hurdles and proposed workarounds for regional integration. Chart: Aljaweea, sources: ch-aviation; Aerospace Global News; Aviospace.
A New Era for Global Aerospace
Airbus shortages and Boeing delays open a clear market opportunity for a third competitor. Although EASA validation for the C919 is delayed until 2029–2032, localised facilities such as the Jeddah assembly line and Chinese engine production could be operational by then. In the meantime, MENA carriers will be limited to code-share operations of COMAC aircraft.
However, by the 2030s, the convergence of these factors could transform global aerospace dynamics. Aligned with frameworks such as Saudi Arabia’s Vision 2030, the MENA region appears open to adopting Chinese aircraft, helping it transition towards localised ecosystems.
COMAC achieving full airworthiness, deploying indigenous CJ-1000A engines, and establishing regional MRO facilities will allow regional carriers to bypass Western supply bottlenecks and secure fleet control.
Officials sign a Public Investment Fund investment agreement for Saudia Technic in the presence of the Minister of Transport and Logistic Services. Handout: Saudia Technic
Breaking the duopoly into a triopoly will restore pricing control to Middle Eastern airlines, allowing them to negotiate better acquisition costs and faster delivery timelines from Airbus and Boeing. Localised final assembly lines, like the proposed Saudia Technic MRO Village in Jeddah, could elevate the Gulf from a global transit crossroads into a primary aerospace manufacturing and export hub servicing the broader Global South.
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