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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
如何打破以上的“死循环”？可以考虑借鉴铁路的经验，由民航系统组建公司，负责有计划地投建机场和FBO建设；也可以考虑放宽标准，引入民营资本，逐步修建更适合通航的小规模机场……具体政策何去何从，最终还要看国家相关机构的调研与决策。然而如果不能稳扎稳打地推荐地面固定设施的建设，低空开放利好政策带来的效果终归会受到限制。 Low altitude airspace pilot programs have been implemented for three years. Like the government, general aviation operators have reviewed and reflected on the development of the past 3 years. Through three year’s development, we truly felt that general aviation is a systematic industry. An aircraft carrier is not truly powerful unless it carriers a big, systematic fleet. The biggest bottleneck for general aviation development today is the lack of infrastructure like airports and FBO. Without airports at destinations and FBOs in between, low altitude freedom will never be possible. And this challenge will continue to exist for a long time to come. 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.
通航服务的“官办民营”时代 Stated-owned private-operated General Aviation Services 邢大鹏 深圳华鹰金石航空服务有限公司副总经理 Xing Dapeng Vice President, Kingshawk Air Services Limited 我想谈的，是关于民营资本进入通航服务领域的问题。而问题的核心，就是让企业来做服务，政府机关的职能只是监管企业。这样一来，通航服务就能实现盈利，而政府也可以摆脱许多“官办官营”带来的纷繁。 随着低空开放政策的逐步推进，通航空管信息服务站的角色会越来越重要。在广州飞行管制区被划为低空开放试点后，这类服务站已经开始建立了。这种服务站全称为通航信息服务站（FSS），是由国家空管委主导建立。服务站系统由地空通信系统、监视系统、话音通信系统、全自动气象站、飞行计划处理系统等部分构成。本质上，它属于一种综合的通航指挥保障的系统。我们企业，就是受政府委托来管理这类服务站。 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？(8) |
