Reflections of Chinese Aviators

Gou Xin

Member of Manufactured and Experimented Aircraft Committee of AOPA， veteran private flier， and aviation enthusiast.

Chinese Aviation Needs More Salons

Nearly everyone in the community had been to EAA AirVenture. There is no one who would not envy fliers in the U.S. One person does not make a lifestyle. Flying is a salon activity. True fliers are very willing to exchange with other enthusiasts. But in China， many fliers have to keep low profile due to various limitations.

How many private jets are there in China？ No one knows. My guess is there are between 100 to 200 private-owned fixed-wing aircraft and helicopters， excluding paramotor and powered hang gliders.

Due to various restrictions， there is barely any legal private flying in China. Many fly under the radar to avoid complex applications， excessive charges， and high implicit cost. When most private jet owners keep low profile on private jet owning and flying， the already small community is even less communicated. As long distance private flying is not possible in China due to the lack of airports， flying activities are usually limited to a restricted place. There is no cross-provincial gathering yet in China.

It takes efforts from all parties to normalize private flying. The government needs to reduce various charges and remove restrictions on private flying， and fliers should organize more salons to create an ecosystem for private flying. With a salon， our voice can be heard and we can bring up suggestions to decision makers. Only in this way can we grow private flying and build an Oshkosh in China.

Looking Forward to an Aircraft

Highway Era

Development of the nascent general aviation industry in China is lagging behind demand， impeded by outdated regulations and limited infrastructure. Whereas in most countries including U.S.， nearly all airspace is open to civilian use aand does not require complicated application. Flying is as easy and free as driving a car.

Years earlier， China’s new rich turned their look to luxury cars and yachts， flying a private jet seemed a distant dream. Today， with increased wealth， private jet is at arm’s length. But even if you own a private jet， it does not mean you can fly as you wish. It takes a full array of supporting infrastructure， including airspace， routes， navigation systems， spare parts， fuel， and maintenance services. Without which， you cannot even fly everywhere you want， not to mention integrate it into your everyday life.

But just like in the 1990s when the influx of imported cars moved China to build the biggest road network of the world supported by gas stations， 4S shops， and related facilities. The entrance of private jets into the country will soon drive the development of related products， services and supporting facilities. And I believe it will not take long.

The 4，000 USD Threshold

China will have to remove the existing policy barriers to herald a real private flying era. In Western countries， private jets start to experience rapid growth when per capita GDP exceeds 4，000 USD. Based on the forecast of China General Aviation Expert Committee， if in the next 10 to 15 years， the policy restriction on private jets are removed and the domestic economy maintains a healthy growth， the number or private jets in China will increase from the 11 in 2006 to over 2，000 in 2020. By then， private jet will be another transport option available for the public.

From the Opinions of the State Council and the Central Military Commission on Deepening the Reform of China's Low-altitude Airspace Management issued 3 years ago， to the CAAC General Aviation Airport Construction Specification and the Opinions of the State Council on Promoting Civil Aviation Development issued last year， China is making preparations at policy level. But it will take a longer time to establish a complete set of policies， standards， and regulations on general aviation.

I would suggest a phased approach that starts with allocating low-altitude air routes and building Flight Service Stations （FSS） in regions where economy and market demand support the development， followed by expanding point-to-point low altitude flights to regional general aviation networks.