Major American airlines are resisting Air China's request to add two more flights between Beijing and the United States, specifically to New York and Washington, D.C. The situation highlights an ongoing disagreement over the advantages that Chinese airlines have, particularly their ability to use Russian airspace, which is closed to American carriers since 2022. Air China's request, which coincides with President Xi Jinping's state visit to the United States, has become a new point of tension in U.S.-China air relations. The Airlines for America (A4A), a trade group representing major U.S. carriers like American Airlines, Delta Air Lines, and United Airlines, has urged the U.S. Department of Transportation (DOT) to classify these flights as charter or special operations rather than regular services. This would prevent a potential violation of the current regulatory limits on air traffic between the two countries. Air China submitted its request to the DOT on September 14, stating that the two flights were intended to support "high-level meetings" in the U.S. The company described them as supplementary to its usual schedule, in line with the U.S. regulatory framework known as Part 213. The first of these flights, CA621, operated on September 19, connecting Beijing Capital to New York JFK using a Boeing 777-300ER. This flight was distinct from Air China's regular service on the same route, CA981. A second flight from Beijing to Washington-Dulles is still scheduled for September 25. The diplomatic background is clear: the Chinese Ministry of Foreign Affairs confirmed that President Xi Jinping will visit the United States from September 23 to 25, at the invitation of President Donald Trump. A4A argues that the timing and nature of this visit support classifying the flights as charter services rather than temporary increases in regular capacity. In a formal objection filed on September 17, A4A stated that Air China should not be allowed to use such an event to increase its regular capacity beyond the limits set by Part 213. Beyond these two flights, American airlines are concerned about setting a precedent. Their primary complaint centers on the unequal access to Russian airspace. Since Russia's invasion of Ukraine, the U.S. has banned its airspace for Russian aircraft, and in response, Russia closed its airspace to American and other Western carriers. However, Chinese airlines are not subject to this restriction and can continue to use Russian airspace for more direct routes. This advantage is especially important for flights between China and the U.S. East Coast, as flying over Russia can reduce flight time, fuel use, and overall costs. American carriers, on the other hand, must take longer, more expensive routes, often through the Pacific or Arctic regions. A4A argues that until this imbalance is corrected and competition is more equal, Air China's request should not be approved. The dispute takes place as the U.S.-China air market remains far below its pre-pandemic levels. According to OAG data, about 59,970 round-trip seats were offered during the week starting September 21, which is 69.4% fewer than in the same week in 2019. The number of non-stop airport pairs has dropped from 47 before the pandemic to 21 today. Chinese carriers currently offer about 31,900 weekly round-trip seats, compared to 28,100 for American carriers, giving them 53.1% of the market capacity. Air China offers around 9,300 seats, which is fewer than United Airlines (13,900) and Delta Air Lines (10,200). The market recovery is expected to be modest during the winter 2026-2027 season, with total planned seats reaching about 1.31 million round-trip seats, a 2.4% increase from the previous year. This situation highlights a paradox: while bilateral agreements allow for more flight frequencies, a portion of these rights remains unused. American Airlines, Delta, and United have also requested to retain some unused China routes for the winter 2026-2027 season, citing that passenger demand has not yet returned to 2019 levels.