Analyzing COMAC ARJ-21 operating numbers |

Analyzing COMAC ARJ-21 operating number is possible from the latest Skailark data, which provides insight not only into the COMAC C919 but also the ARJ21. We have been following the ARJ21 program for some time, and the program had a long gestation period. Like all Chinese commercial aviation operations, getting a handle on things is not easy. The ARJ21, however, is spreading its wings beyond China. Imagine our surprise then to see how the ARJ21 performs. Here are two tables showing the aircraft's performance among Chinese airlines. Fuel usage, the highest cost for an aircraft, is quite competitive with its contemporaries. [caption id="attachment_84625" align="aligncenter" width="580"] Skailark; AirInsight[/caption] The numbers vary as one would expect - longer stages generate better fuel burn. But are these numbers competitive? Looking at a blend of all the airlines operating the ARJ21 and their other regional jets we see the following. [caption id="attachment_84626" align="aligncenter" width="580"] Skailark; AirInsight[/caption] The data suggests the ARJ21, which is approximately an equivalent generation to the E190 and CRJ900, is indeed competitive in fuel burn terms. Operators are doing similar block-hour operations. The ARJ21 is doing as well as the E190 and slightly better than the CRJ900. The key caveat on the ARJ21 data applies to the C919 data as well. This is data from 2Q24 and is therefore a snapshot rather than being based on several periods. The E190 and CRJ900 data are well understood. This next set of charts illustrates this. The numbers are a compendium of E190 and CRJ900 operations from the listed airlines. [caption id="attachment_84627" align="aligncenter" width="580"] Skailark; AirInsight[/caption] Chinese regional jets are operated the same way these aircraft are operated elsewhere. The fuel burn in China is consistent with operators outside China. Ergo, we feel comfortable saying the ARJ21, despite its long gestation before entering service, is competitive in terms of fuel burn. Of course, fuel burn isn't the only competitive factor, with MRO and service and support capabilities an important factor, particularly for international sales of the aircraft. COMAC has been slow to ramp-up production, and remains nowhere near production rates that its western competitors have achieved. But understanding that this was a learning aircraft for COMAC, it has achieved viability out of the box on its first model, and has proven that it can deliver a competitive product. The next steps for COMAC will be more interesting as the Chinese aviation industry grows.

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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