Airbus’s Tianjin FAL Hits 800 Deliveries |

Overnight, China's news agency, Xinhua, reports that Airbus Tianjin FALA delivered its 800th aircraft. Background Airbus’s decision to open a Chinese FAL for A320 family aircraft dates back to the mid-2000s, when it selected Tianjin, China, as the location for its first assembly facility outside Europe. The Chinese government and Airbus agreed to pursue the project in 2005/2006, with Airbus and Chinese authorities choosing the site after evaluating several cities, and targeting the start of operations a couple of years later. Key milestones: Memorandum of Understanding & site selection: In December 2005, Airbus and China’s National Development & Reform Commission (NDRC) signed an MOU to study a final assembly line in China, and in mid-2006, Tianjin was formally chosen as the site. Official inauguration: The Airbus Tianjin Final Assembly Line (the first Airbus final assembly facility outside Europe) was opened in September 2008 and began producing A320 family aircraft, with the first deliveries starting in 2009. Since then, the Tianjin site expanded its capabilities (including A321 assembly) and is a core part of Airbus’s global production footprint. The Tianjin FAL hit its 500th in October 2020 and 700th A320 family delivery in July 2024. Context Tianjin is averaging 50 deliveries per year over its life, and rates are accelerating. We have noticed that Wizz and easyJet have both taken deliveries from Tianjin. So the FAL is not China or even Asia-focused. Asia may be the logical market focus, but deliveries go where they are needed. The facility's success can also be measured against the local favorite, COMAC. The Airbus facility positively hums compared to COMAC. This isn't a throwaway statement. Early & mid-2000s (C919 ramp-up) Former Airbus engineers and managers (often Chinese nationals trained or employed in Europe) were recruited by COMAC and AVIC during the early phases of the C919 programme. These individuals typically had experience in: Flight controls, Structures & composites, Certification processes (EASA-style), industrialisation, and final assembly. Specific talent targets were Chinese engineers educated abroad, Airbus China joint-venture staff, and engineers from Airbus suppliers (Safran, Liebherr, Thales, etc.). What is fascinating is the talent movement from COMAC to Airbus; it is rare. This is mainly confined to support functions, liaison engineering, and non-critical roles outside the certification authority. Reasons for the limited flow include export controls and IP safeguards, certification trust issues, language, tooling, regulatory alignment gaps, and Airbus security clearance requirements. Bottom line Yes, people have moved between Airbus and COMAC, but mainly Airbus-trained Chinese engineers returning home. But it hasn’t erased the capability gap. Aircraft programmes are won by systems, culture, certification discipline, and supply chains, not just individual engineers. Airbus took a risk by opening Tianjin, and the bet has paid off. Sure, there were all sorts of concerns with IP leaking. Airbus has and continues to have critical mass in processes and procedures. Moreover, Airbus has a global MRO support network, making it a crucial #1 de-risking option for regional customers.

US Flight Planner - US DoT On-Time Data	Airbus vs Boeing - Official OEM Data
US Airline Schedule Performance - US DoT Data	Daily OEM Production & Deliveries -

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