The U.S. is furious! Just as the U.S. paused the sale of jet engine-related technology to China's Commercial Aircraft Corporation (COMAC), China Airlines, Air China, and China Eastern Airlines announced the purchase of 292 Airbus A320NEO series aircraft.

This unconventional move directly hit the sore spot of the American aviation industry.

This powerful blow landed right where it hurts most.

For decades, giants like Boeing and GE Aviation have treated the Chinese market as their "cash cow."

GE Aviation has been operating in China for over 40 years, with more than 7,700 engines in service and over 4,900 reserved orders. It has a global fleet support center in Shanghai, a parts factory in Suzhou, and a dedicated engine quick-repair facility in Lingang—essentially moving half its operations to China.

Boeing is even more dependent: previously, China accounted for a quarter of its global deliveries, bringing in billions in revenue annually. The delivery center in Zhoushan was intended to further bind the Chinese market, but now it's just an awkward relic.

They always assumed China couldn't survive without their technology—C919 uses the LEAP-1C engine from a GE joint venture and American companies supply its avionics systems—so they thought they could choke us with technology. Such thinking is utterly naive and laughable.

Last May, the U.S. suddenly turned hostile: not only did it halt the supply of LEAP-1C engines, but it also cut off key components like avionics systems and control modules. On the surface, it was justified under "national security" grounds, but in reality, it was retaliation for China’s rare earth restrictions and an attempt to protect Boeing’s market share, fearing the C919 would steal their business. But the U.S. didn’t anticipate that the Chinese aviation market wasn’t dependent on them at all.

Boeing itself has failed to live up to expectations—safety issues with the 737MAX remain unresolved, and who would risk passenger lives over it?

In contrast, Airbus has kept expanding its Tianjin final assembly line, deepening localization, and showing a more sincere attitude. Choosing Airbus was a natural decision. The U.S. pressure only accelerated China’s determination to cut the Gordian knot decisively.

The 292 Airbus orders are no small matter—valued at over $30 billion on paper, it’s like handing a juicy, fat cake straight to European companies.

The U.S. watched helplessly as the prize slipped from their mouth. China has 350 million potential air travelers and is the fastest-growing aviation market globally. Over the next 20–30 years, nearly 10,000 new aircraft will be needed—what a massive opportunity.

Boeing has already lost significant market share due to past accidents. Now, with no orders from the three major Chinese airlines, it will be increasingly hard for it to compete with Airbus in China.

GE Aviation is also losing out. Cutting off engine supply may seem like a sanction, but it’s actually cutting off their own revenue stream. All reserved orders, maintenance services, and parts supply are now affected. The quick-repair facility in Shanghai may soon go idle, and workers in the U.S. might lose their jobs—after all, each aircraft sold supports hundreds of jobs. Who can afford such losses?

What infuriates the U.S. most is that this move didn’t choke China—it actually accelerated domestic innovation. Everyone knows the engine is the heart of a large aircraft. While we were previously reliant on imports, the U.S. cutoff has pushed China’s indigenous engine development into overdrive.

The CJ-1000A engine, specifically designed for the C919, has already passed critical tests and is expected to enter mass production by 2027. The AES100 turboshaft engine has also obtained a production license, with technology on par with international standards.

Beyond engines, breakthroughs are happening in key components like carbon fiber materials and 3D-printed parts. China Eastern Airlines is even collaborating with COMAC on an "operation-research" model, where issues discovered during flights are immediately addressed, enabling faster iteration than Western giants.

This "forced growth" is exactly the opposite of what the U.S. wanted. They hoped to slow down the C919, but instead, they’ve installed a turbocharger.

The U.S. always assumed China would eventually give in, but they’ve forgotten that China today has the confidence to stand up to them. We’re not helpless without U.S. technology—Airbus is a ready alternative, and domestic substitution is progressing steadily. Walking on two legs gives us peace of mind.

Yes, the C919’s deliveries have been affected, but emerging markets in Southeast Asia and Africa are actively approaching COMAC for cooperation. We don’t necessarily need to rely on the U.S. and Europe in the future.

Meanwhile, Boeing’s situation is deteriorating. The FAA is closely monitoring its quality issues, and GE Aviation relies heavily on the Chinese market to sustain its performance. Their attempt to block our technology is ultimately a self-inflicted wound.

In short, the U.S. has been too arrogant, always trying to bully others with technological superiority, assuming they can manipulate others at will. But the world is no longer their playground. With such a massive market in hand, China makes it clear: if you want to do business with us, you must show genuine respect. Technology blockades simply won’t work anymore.

These 292 aircraft orders send a clear signal: if you try to choke us, we’ll turn to others. That’s how market rules work.

If Boeing and GE Aviation are smart, they should urgently lobby the U.S. government to ease restrictions. If they keep pushing, China’s market door may close for good.

The U.S. will likely be fuming for a long time—losing orders, failing to stop China’s large aircraft development, and now forcing their own aviation giants into a defensive position.

In the future, when they try to use technology as leverage, they’ll need to carefully weigh the cost. China is never a pushover. You build obstacles? We’ll tear them down. You cut our supply chain? We’ll build our own.

This move isn’t just about business—it’s a lesson for the U.S.: don’t mistake tolerance for weakness. In today’s interconnected global supply chain, isolationism will only backfire.

In the skies ahead, there won’t be just Boeing and Airbus. China’s large aircraft will one day fly higher and farther. The U.S.’s current rage is merely the prelude to inevitable decline.