Comac, China's state-owned aircraft manufacturer, delivered only three C919 narrowbody jets in the first quarter of 2026, according to data compiled by the South China Morning Post and UK consultancy IBA. Two went to China Southern (February 5 and March 2) and one to Air China (March 27). No deliveries occurred in January, a stark contrast to the end of 2025 when eight aircraft were handed over in November and December. Since the first delivery to China Eastern in December 2022, Comac has delivered a total of 35 C919s — a notable achievement but well below the ambitious production targets initially set by the manufacturer. The primary bottleneck is the LEAP-1C engine from CFM International, a joint venture between GE Aerospace (US) and Safran (France). "There could still be C919s parked, bare wings, waiting for LEAP engines from CFM," said Jason Zheng, an analyst at Shanghai-based Airwefly, as quoted by the SCMP. "The aircraft are waiting for engines, and the engines are waiting for critical parts like blades." CFM is facing record demand for its LEAP variants, which also power the Airbus A320neo and Boeing 737 MAX families. Comac is thus competing not only with Boeing and Airbus but also with airlines themselves for scarce engines. Airbus has publicly complained about "limited and late" LEAP deliveries and has had to slow its own A320neo output, even launching separate legal action against Pratt & Whitney over other engine issues. Adding to the industrial challenges, geopolitics has played a role. In mid-2025, Washington temporarily suspended exports of LEAP-1C engines to China, directly targeting the C919 program before the measure was eventually lifted. This regulatory uncertainty forced Comac to reassess its supply chains and its reliance on foreign-made critical components. The company officially aims to produce up to 50 C919s per year in the near term, with a target of 30 deliveries in 2025. In reality, it delivered only 15 in 2025, barely half of its revised goal of 28 units, and has already fallen behind its 2026 plans. China's three major state-owned airlines — Air China, China Eastern, and China Southern — collectively expect 33 C919 deliveries in 2026, more than double the number received in 2025, but this seems increasingly optimistic. Despite the delays, some analysts argue that Comac is wisely prioritizing quality over quantity for a newly certified aircraft. A production source cited by Chinese media noted that a new assembly line in Shanghai is still operating below capacity but could ramp up during the year. Strict quality inspections and crew training procedures imposed by authorities also lengthen delivery timelines. "Sometimes a new aircraft has to wait until the airline is ready. There was also the nine-day Chinese New Year break," the source recalled. In the long term, China is betting on the domestically developed CJ-1000 engine by Aero Engine Corporation of China to replace the LEAP-1C. However, operational service is not expected before the next decade, leaving Comac dependent on a single Western engine with no immediate backup. For ATPL and ATC students, this case illustrates how supply chain disruptions and geopolitical tensions can directly impact fleet expansion plans and operational reliability. Understanding these dynamics is crucial for future pilots and controllers who will manage fleets affected by such constraints.