The weakness of domestic large aircraft is still a technical problem
The development of large passenger aircraft in China has long been plagued by technical challenges, which remain one of the most fundamental obstacles in the industry. Although recent years have seen some breakthroughs in key technologies, the overall capability of China’s large aircraft development still lags significantly behind global leaders like Boeing and Airbus. For instance, these international manufacturers are increasingly adopting advanced composite materials in their new aircraft models, a trend that has once again widened the technological gap.
Civil aircraft technology reserves in China are limited, largely due to historical underinvestment in the sector. As Pan Jiwu, former party secretary of the Shanghai Airlines Group, pointed out, after years of stagnation in China’s civil aviation industry, there is very little accumulated data on design parameters and fixed values. This lack of experience has left the country’s design capabilities relatively weak, making it costly and time-consuming to achieve meaningful technological breakthroughs.
A report jointly prepared by Xi’an Aircraft Industry (Group) Co., Ltd., the First Aircraft Design and Research Institute, and the China Flight Test Design and Research Institute highlighted the significant gap between China’s aircraft design level and global standards. The report estimated a 20-year lag in areas such as supersonic cruise technology, nozzle vector control, high thrust-to-weight ratio systems, and unmanned flight control. Additionally, the comprehensive design capability remains low, with outdated design specifications and limited practical experience.
In terms of manufacturing technology, China is also 10 to 20 years behind the world’s leading aerospace nations. For example, the numerical control efficiency in China is only about one-eighth of that of Boeing. These gaps highlight the need for substantial investment and innovation in both design and production.
While military aircraft can sometimes rely on international procurement to fill technical gaps, the same approach is not as effective for commercial aircraft. Components such as engines, avionics, and critical parts are still largely imported. Currently, China can only develop metal-based aircraft, with limited use of composite materials in small components. The application of composites in main structures requires further research and development. This situation is akin to building houses using traditional methods while others use reinforced concrete—China is still learning how to use modern materials effectively.
The challenges facing China’s large passenger aircraft development are immense. In an increasingly competitive aviation market, without technologically advanced and competitive aircraft, even if produced, they may struggle to gain market share. With Boeing and Airbus shifting toward composite-based designs, China must catch up quickly to produce aircraft that can compete globally. This demands more effort from engineers and researchers alike.
Domestic aviation experts have acknowledged these challenges, and many are pushing forward with pre-research initiatives. According to Feng Peide, deputy director of the Science and Technology Committee at China Aviation Industry First Group Corporation, hundreds of millions of dollars are being invested in early-stage research, including material development.
Currently, domestic efforts are underway to localize T300 carbon fiber composites, which are expected to be mass-produced soon to replace the imported version. Major aircraft manufacturers are also upgrading their equipment to support composite manufacturing. For example, Xifei, a leading manufacturer, is preparing a six-meter autoclave, significantly expanding its capacity compared to the current 3.5-meter model.
"Freezing three feet doesn’t mean a cold day," but China’s aviation technology is still far behind Europe and the U.S. in almost every aspect. The main reasons for this lag include: first, the low frequency of domestic aircraft model development, which limits data accumulation; second, the absence of dedicated research institutes for civil aviation until recently; and third, the low level of science and technology commercialization in China’s aviation industry. Unlike the mature systems in the West, China lacks a well-established mechanism for turning scientific research into productive outcomes.
China is now beginning to invest in the pre-research of aircraft composite materials, which is a positive step toward narrowing the technological gap. However, in the long term, solving the deep-rooted issues of China’s civil aviation technology will require systemic changes. This includes increasing the frequency of civil aircraft development, establishing a dedicated Civil Aircraft Research Institute, and building a robust system for converting scientific research into industrial productivity. Only then can China truly close the gap and become a global player in the commercial aircraft market.
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