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曝光台 注意防骗 网曝天猫店富美金盛家居专营店坑蒙拐骗欺诈消费者
China may be the world’s most committed country in terms of infrastructure construction. But why is it so slow in airport construction? One reason could be the high investment and slow return. Most civil aviation airports in China are operating at a loss. Local governments are naturally reluctant to build general aviation airports where the number of flights are even less. But on the other hand, without new airports, there will not be much growth of general aviation flights. If local governments are not willing to invest, why don’t they let in private capital? There are two obstacles. First, it is difficult to acquire the required land, and second, it is difficult to get CAAC and Air Force operating permit. The threshold is so high that the lowest standard for general aviation airport is as high as small-sized civil aviation airports. Many private airport faces shuting down because of the high standards.
If the shortest board of the bucket remain unresolved, even with low altitude freedom, the growth of the industry will still be restricted. We could follow the high-speed rail approach in which CAAC build all airports and FBO, or relax restrictions and let in private investment. Future progress still hinges on the research and decision of relevant authorities. But if infrastructure is not improved, the result of the good polices will be compromised.
低空开放后的木桶效应 Buckets Effect 夏明晓 中美洲际直升机公司董事执行总经理 Xia Mingxiao Managing Director, Sino-US Intercontinental 低空开放政策在试点区域试水了3年，国家会对这3年的政策进行总结，我们通航产业经营者同样也会对这3年进行回顾与思考。 在这3年的发展中，我们更深刻的体会到通航是一个系统产业。它就像航空母舰，要形成战斗力，不仅要能让飞机上天，更要组建一个庞大的战斗群。而在我们看来，如果机场、FBO这类固定设施的滞后，即使天空都开放了也是有机难飞。 飞机从一个地方飞上天，如果目的地没有机场、中途没有可供加油的FBO，真正的低空自由飞行就不可能实现。这个问题在很长一段时间内，都将困扰着通航产业。 中国或许是全球最热衷于基础设施建设的国家，可是为什么在建机场这个问题上显得反应迟钝？这里面其实存在复杂的博弈。地方政府认为通航修机场投资大、盈利慢，而且全国绝大部分的民航机场都处在亏损状态中。为官一任，这东西既无法带来短期政绩，还有可能被认为好大喜功，这前人栽树后人乘凉的买卖干不干可想而知。 通航机场少，飞机就不容易飞起来，飞机飞得少，机场更赔本，于是乎就形成了一个先有鸡还是先有蛋的“死循环”。 地方政府不愿意亲自弄，为什么不引入民营资本建机场呢？其实民营资本还是有愿望去建立机场的。不过很快遇到了第一个麻烦——拿地很困难。即使拿到了地，因为通航机场建设的准入门槛高，最低也得按照小型民航机场的标准来建，所以投资者将面临着很大的资本要求。很多私人建起来的通航机场因为规模较小，无法拿到民航局和空军的许可证，最后面临着修完了却不合法的尴尬境况。 在通航领域，如果不能打破先建机场，还是先等通航飞行多起来这样的循环争论，即使低空空域政策再好，通航产业依然会因为木桶效应难以整体提升。 中国通航网 www.ga.cn 通航翻译 www.aviation.cn 本文链接地址：详解中国低空管理改革 通航是否指日可待？(7) |
