• Nigeria considers certifying COMAC’s C919 for domestic flights
• Aircraft still lacks US and EU certification but seeks to lure airlines with pricing
• Africa’s aviation market seen doubling in 15–20 years, attracting new entrants

On the sidelines of the International Civil Aviation Organization (ICAO) assembly in Montreal, Nigerian Civil Aviation Authority (NCAA) Director General Chris Ona Najomo told Reuters his agency is considering certifying the Chinese-made C919 for domestic flights in Nigeria.

He said representatives of COMAC have offered support packages including maintenance, training, and dry lease contracts—aircraft leasing without crew.

The Chinese government has approached Nigeria’s Federal Civil Aviation Authority to allow its COMAC C919 jet to start operating domestically in Nigeria.

The Director General of the Civil Aviation Authority, Capt. Chris Ona Najomo, said the agency is looking... pic.twitter.com/IX6CqXufTu

— Aviation (@Onyeabuo) September 28, 2025

Certification would mean the NCAA formally recognizes the C919 as compliant with its safety standards, opening the way for Nigerian carriers to operate the aircraft on domestic routes. Najomo added that the process, if launched, would take several months.

Interest is also emerging among airlines. Abdullahi Ahmed, CEO of new carrier NG Eagle, told Reuters he is following the matter closely and could consider adding the C919 to his fleet, provided certification and operational support are secured.

A young aircraft with limited rollout

COMAC describes the C919 as “the first short-medium range turbofan regional aircraft independently developed by China in accordance with international civil aviation regulations, it owns independent intellectual property right.”

The aircraft seats between 158 and 192 passengers and has a range of 4,000–5,500 kilometers. It made its maiden flight in 2017 and received its type certificate from the Civil Aviation Administration of China in September 2022. The first delivery was in December 2022 to China Eastern Airlines, which now operates 11 units.

According to data reported by Media24 this month, these aircraft have already carried more than 2.1 million passengers, completed 15,200 flights, and logged 37,200 flight hours, with load factors above 85%.

The C919 uses the same engines as Airbus and Boeing models. It is assembled in China with 60% local components and 40% sourced from foreign partners. Beijing aims to increase local content to 90% by 2030.

Still, delivery volumes remain modest. By June 2025, only 20 C919 units had been delivered since commercial rollout in 2023, compared with 735 A320s from Airbus and 528 737s from Boeing in 2024 alone. Airbus builds about 45 A320s per month, while Boeing produces 38 737s monthly.

Promise and limits

Some analysts say the C919’s arrival could offer airlines a welcome alternative amid delivery delays at Airbus and Boeing. “Having a third player provides a real solution for airlines facing urgent needs,” said Roland Berger analyst Florian Aknin, quoted by BFM TV. “When an airline selects a type of aircraft for part of its fleet, all pilots and crew members must be certified to operate that aircraft.”

But challenges remain. The aircraft has not been certified by the European Union Aviation Safety Agency (EASA) or the US Federal Aviation Administration (FAA). EASA’s executive director Florian Guillermet told La Tribune earlier this year the process could take “three to six years.”

Performance is also under scrutiny. The C919’s range is lower than that of the Airbus A320neo and Boeing 737 MAX. Economist Marc Ivaldi told France 24 that “compared with the A320, this aircraft brings little in terms of technology. It is heavier and less fuel efficient.”

Why Nigeria is interested

Despite its limits, the C919 could still appeal to Nigeria. With 230 million people and 13 airlines, the country represents a strategic and expanding market. Improvements in Nigeria’s Cape Town Convention rating have also eased airline access to leasing contracts, Reuters noted.

Ticket affordability is another issue. Average fares remain high for much of the population despite a 43% decline between 2011 and 2023, according to the International Air Transport Association (IATA). COMAC hopes to attract interest with competitive pricing and flexible leasing options, targeting under-capitalized carriers. For Beijing, aviation could become another pillar of influence in Africa, following rail and infrastructure.

African aviation at a crossroads

Nigeria’s interest is not an isolated case. At an air show in Egypt in 2024, the African Airlines Association (AFRAA) began discussions with COMAC about the C919. AFRAA Secretary General Abderahmane Berthe said in July 2025 that introducing the Chinese aircraft could help diversify fleets and strengthen connectivity—provided challenges such as spare parts availability and local maintenance capacity are resolved. He also noted that EASA or FAA certification would boost the aircraft’s credibility in Africa.

Berthe added that African air traffic is expected to double every 15–20 years. Henok Teferra Shawl, Boeing’s managing director for Africa, told Ecofin Agency that the continent will need around 1,200 new aircraft over the next two decades, 70% of them narrow-body jets. Boeing aircraft already account for nearly 70% of Africa’s active fleet.

This growth inevitably attracts new players, but questions remain over COMAC’s ability to deliver and support its aircraft long term. Another uncertainty is whether Nigeria is ready to pioneer adoption while Europe and the United States have yet to validate the jet.

Africa now faces a choice: seize the opportunity to diversify its aviation supply, or risk becoming a test market for an aircraft still proving its reliability.

Louis-Nino Kansoun