US Slows Aircraft-Part Exports to China Amid Trade Truce

US Export Controls and Aviation Leverage

The U.S. government is quietly restricting the flow of American-made aircraft components to China, utilizing Beijing’s reliance on Western aviation supply chains as a strategic bargaining chip in broader trade negotiations. The U.S. Department of Commerce has slowed export licensing for parts bound for the Commercial Aircraft Corporation of China (COMAC) and limited the volume of components cleared for the state-owned manufacturer. This effort goes beyond routine administrative delays, reflecting a targeted approach to limit China's ability to stockpile critical aviation technology.

The Impact on COMAC and U.S. Suppliers

For U.S. Aerospace Component Suppliers, including GE Aerospace and Honeywell Aerospace, these regulatory hurdles create significant revenue disruption and logistical backlogs. The Export Administration Regulations (EAR) are currently being leveraged to restrict items ranging from navigation systems to specialized hydraulic fluids. According to industry analysis, this pressure campaign is specifically aimed at the COMAC C919 narrow-body program, which relies heavily on the Leading Edge Aviation Propulsion (LEAP)-1C engine co-produced by GE Aerospace. The uncertainty surrounding these licenses forces manufacturers to navigate an unpredictable regulatory environment where exports of strategic significance are subject to periodic suspension.

Boeing China Order and Airbus Market Position

While tensions remain high, a significant Boeing China jet order remains in limbo. Following a bilateral summit in May 2026, China agreed to purchase 200 Boeing aircraft. However, the deal has stalled as Chinese carriers demand multi-year guarantees for spare parts and maintenance coverage—terms Boeing has been reluctant to provide. This standoff contrasts sharply with Airbus, which currently holds roughly 55% of the Chinese market with more than 2,200 aircraft in service. In April 2026, China Southern Airlines solidified this advantage by ordering 137 Airbus A320neo-family jets in a deal valued at approximately $21.4 billion.

Historical Precedents and Industry Trajectory

This pattern of restriction follows a documented cycle of geopolitical friction. In February 2020, the U.S. considered blocking LEAP-1C engine deliveries to COMAC, a move that was ultimately reversed. Similarly, in May 2025, the U.S. suspended licenses for GE Aerospace engines and other components, only to reinstate them by July of that same year. Industry experts note that these repeated threats to the supply chain are incentivizing China to accelerate the development of the domestic CJ-1000A turbofan. Victor Gao, vice-president of the Centre for China and Globalisation, stated that such controls primarily serve to incentivize China toward total self-reliance in aerospace manufacturing.

Technical Comparison: COMAC C919 vs. Airbus A320neo

Expected Milestones and Regulatory Timeline

Negotiators are currently operating under a trade truce extended until January 10, 2027. This window provides a temporary buffer for both nations to address disputes regarding rare-earth minerals and agricultural trade. Meanwhile, COMAC is expected to ramp up production, with Chinese airlines planning to receive 33 C919 deliveries throughout 2026, a significant increase from the 15 units delivered in 2025.

Why This Matters for Global Aviation

The use of civilian aircraft parts as a tool of economic statecraft signals a shift in how aviation supply chains are perceived in a multipolar world. For global lessors and carriers, the uncertainty surrounding parts availability underscores the necessity of long-term maintenance guarantees. As China continues to pursue domestic engine certification to insulate its fleet from future export controls, the reliance on Western technology may diminish, potentially reshaping the competitive landscape for narrow-body aircraft in the Asia-Pacific region.