Transcript GA Airport - US.-China Aviation Cooperation Program

Booz & Company
Beijing, 25 September 2009
General Aviation
Implementation Support (GAIS)
Executive Summary (Revised)
1st Revision: October, 2010
Final Revision: October, 2011
This document is confidential and is intended solely for
the use and information of the client to whom it is addressed.
Purpose of Document
 The intent of this document is to provide a detailed handover of all analysis and materials relating to regulatory gap
studies on Executive Summary as part of deliverables for General Aviation Implementation Support (GAIS) project
funded by the US Trade Development Administration (USTDA)
 The study focuses on drawing general aviation (GA) regulatory experience and insights from the U.S. because:
– The U.S. has the most established and successful GA industry with a mature regulatory system that increases GA
capacity and efficiency while maintaining safety
– ACP is an U.S. organization with its members consisting of FAA and key GA aircraft and equipment manufacturers
with global presence. ACP member firms are best able to share GA regulatory, management, technological and
operational experiences from the U.S.
 Analysis has been conducted and completed by Booz & Company with active contribution from Civil Aviation
Administration of China (CAAC), Development Research Center of the State Council (DRC), Aviation Industry
Corporation of China (AVIC), ACP members and other key stakeholders
 For further information please contact:
– Mr. Paul Fiduccia ([email protected])
– Mr. Frank Yu ([email protected])
– Mr. Kevin Wu ([email protected])
– Dr. Edward Tse ([email protected])
– Mr. Yang Guang ([email protected])
– Mr. Timothy Wong ([email protected])
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This is one of the seven sets of deliverables developed for ACP
GAIS project
ACP General Aviation Implementation Support (GAIS)
List of Deliverables
Executive Summary
1
2
4
5
6
Safety
Module
General
Aviation Airport
Module
Airworthiness
Module
Flight
Standards
Module
Operators
Module
GA
Associations
Module
GA Safety
Regulation
GA Airport
Regulations
Airworthiness
Regulations
Flight Standards
Regulations
Regulatory
Constraints for
Operators
Roles of GA
Associations
Safety Oversight
Organizational
Structure
GA Airport
Planning & Design
Type and
Production
Certifications
Mechanics
GA Aircraft
Ownership
Case Studies
Safety
Performance
Measurement
GA Airport
Funding
Aircraft
Registration and
Certification
Pilots
GA Operating
Cost
Main
Module
Sub - Module
3
Safety culture and
promotion
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In China, GA refers to all civil aircrafts activities other than public
aircraft transportation activities
NON EXHAUSTIVE
Definition of General Aviation
China:
General Aviation refers to all civil aircrafts activities other
than public aircraft transportation activities. Including
flight operations associated with industrial, agricultural,
forestry, fishery and construction, and other purpose
operations such as medical and sanitation, emergency
rescue, Meteorological sounding, ocean monitoring,
scientific experiments, education and training, culture
and sports etc.
FAA:
General aviation (GA) refers to all flights other than military
and scheduled airline flights, both private and
commercial.
ICAO:
General aviation comprises all aircraft that are not operated
by commercial aviation or by the military.
(*)
(1)
(2)
(3)
Source:
Three Main Categories of General Aviation Flight Activities*
General Aviation
Public Service
Economic
Construction
Consumer
Aviation
Agriculture
Aerial
Photography
Training and
Sports
Forestry
Mine
Exploration
Tourism
Meteorology
Petroleum
Services
Business Travel
Disaster Relief
Others2
Private Use
Others1
CAAC categorization
Others include aircraft seeding, pest control, farming and emergency rescue
Others include remote sensing, power line services and industrial associated applications
Non scheduled commercial operations include air taxi and air charter operations
Committee of General Aviation Specialist of China Aviation Industrial Base (CAIB), CAAC and Booz Allen analysis
Booz & Company
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Non scheduled
commercial
operations3
3
Executive Summary aims to consolidate key regulatory analysis
findings and recommendations of GAIS
 The main objectives of Executive Summary and Regulations Module are to:
– Provide a brief overview of the background and methodology for GAIS project
– Consolidate key regulatory gap analysis findings and recommendations
– Cross check against recommendations made in GARA I report to help consolidate future
development efforts (by combining both GARA I and GAIS recommendations)
 More detailed analysis and information are contained in deliverables for respective modules
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Executive summary
Appendix
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Report on Catalyzing Growth in China's GA Sector identifies nine
areas where changes in policy and infrastructure are required
Key Areas
Development Objectives
Safety
 Develop a safety regulatory system specific to GA
Airport
 Support development of new general aviation airports and
improve existing infrastructure
Airspace
 Improve access to airspace and management of airspace
resources to improve safety and efficiency
 Enhance pilot training system and increase number of
pilots
Pilot
Aircraft
Manufacturer
 Strengthen the supply eco-system and industry collaboration
Action Plan and Items
 Expected key outcomes
 Issues/ obstacles
 Useful references
 Specific action items
 Lead stakeholders
 Improve general aviation operating environment
Operator
Airworthiness
and MRO
 Enhance initial and continuing airworthiness regulatory
regime to safeguard GA operational safety
 Participating
stakeholders
 Implementation timeline
 Encourage development of GA support services to improve
operational safety and efficiency
Supporting
Functions
 Provide better GA financing alternatives
Financing
Source: ACP, Booz & Company analysis
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GAIS project aims to support CAAC in conducting regulatory gap
analysis by drawing practices and lessons from the U.S….
ACP Proposed GAIS Project Framework
 Gap analysis findings
 Workshop materials
production
 The U.S. has the most established and
successful GA industry with a mature
 Feedback
regulatory system that increases GA
 Ideas/ suggestions
capacity and efficiency while
for test areas
maintaining safety
Conduct
Regulatory Gap
Workshops
GAIS Project
Regulatory
Gap
Analysis
Why Drawing Lessons from the U.S.
GA Experience?
Support
Test Area
Implementation
 ACP is an U.S. organization with its
members consisting of FAA and key
GA aircraft and equipment
manufacturers with global presence.
ACP member firms are best able to
share GA regulatory, management,
technological and operational
experiences from the U.S.
 Capture post implementation lessons
learned (not part of GAIS scope)
Note:
GAIS = General Aviation Implementation Support project
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… in order to recommend policy and regulatory changes required
to increase GA capacity and efficiency while maintaining safety
Main Scope of the Regulatory Difference Analysis between the U.S. and China
 Conduct analysis on differences of overall general aviation regulatory system in the U.S. and China to identify
opportunities to increase efficiency and capacity while maintaining GA safety for the following six areas (main
modules)
– Safety
– GA airport
– Airworthiness
– Flight standards
– Operators
– GA associations
 Conduct surveys and interviews with the following stakeholders to identify and define key issues:
– CAAC
– GA operators (through GA associations and direct access)
– Flight training institutions
– ACP members
 Conduct analysis and highlight FAA or US best practices
 Prioritize and recommend changes required
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U.S. has a policy and regulatory system that encourages GA airport
infrastructure development critical to enable and support GA
growth
GARA I
benchmark
study identified
that airport and
airspace are two
critical
Public infrastructure
use
that enable GA
airports
growth
No 14CFR Part
139 certification
required
GA Airport Infrastructure Regulatory Difference
(Summary)
Airports Serving Scheduled
Airlines
Primary Airports
Commercial Service Airports
All permanent GA airport
development need to seek approval
and be Part 139 certified
Reliever Airports
General Aviation Airports
General Aviation Airports
Other Private-use airports
Temporary Landing Strips
 Privately owned and used airports
are not regulated as they only may
be used for slow and simple aircraft
for which the requirements for safe
operation are only a clear landing
area do not justify resources for
providing oversight
 China lacks appropriate policy and
regulations to enable and encourage GA
airport development
 No private-use GA airports
Source: Booz & Company analysis
Booz & Company
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
Temporary landing
facilities do not
contribute to the
growth of GA as they
do not promote
investment and long
term use
Prepared for ACP
Underdeveloped GA airport
infrastructure to enable GA
growth
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U.S. GA policy and regulatory system finds a balance between risk
and regulatory resources while enabling GA development
Overall GA Policy and Regulatory System Difference
(Summary)
Main GA categories
General Aviation
Non-scheduled Part
135
Aerial Works
Air taxi
Non-scheduled Part
135
Commercial
Instructional
Appropriate level
of policy and
regulations for
different GA
segments
General Aviation
Non commercial
Corporate
Business
Private and
business GA
segments
Personal
 China has no separation of different GA
segments as in the case of U.S.
 As compared to the U.S. China lacks
appropriate regulations for private and
recreational GA segments
Recreational
Underdeveloped Private,
Business and Transportation GA
Segments
Note:
Business GA - Business purpose (non salaried pilot. Pilot is the manager)
Corporate GA: Business purpose (professional, salaried pilots)
Source: Booz & Company analysis
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Module 1: For safety regulations China lacks appropriate GA
regulatory levels to encourage development of different segments
Module 1: Safety
Key Areas
U.S. (FAA) Observations
China (CAAC) Observations
Recommendations
 GA Safety
Regulations
 FAA establishes appropriate level
of GA safety regulations based on
risk level and cost for different GA
segments (e.g. private, small
commercial), at lower levels than
large commercial airlines
 FAA formulates regulations that
enable the growth (high capacity
and efficiency) of general aviation
while maintaining adequate safety
 Safety
Oversight
Organizational
Structure
 FAA’s General Aviation and
 Different divisions are responsible  Consolidate the efforts for all GA
Commercial Division is the key
for specific parts of GA matters
policy and regulation related
department responsible for GA
(e.g. registration submission,
activities within CAAC
regulation and policy related works
airworthiness approval and
 Setup a “one-stop” GA customer
within FAA and coordinates GA
operational standards)
service interface and initiative at
related regulatory development with  GA users have to liaise with
headquarter and regional offices
other departments
multiple divisions which is resource
including website guidance
consuming
Booz & Company
 China lacks appropriate level of
 Revise policy and regulations
regulatory requirements for general
(CCAR Part 21, 61, 65 and 91) to
aviation segments to enable and
match risk level and regulatory cost
encourage their growth
for different segments of GA
 China does not segment general
 Define clearly regulatory
aviation appropriately
requirements for non-scheduled
– No separation of recreational/
commercial GA operation
personal/ business/ instructional/
corporate/ aerial work segments
of GA, and same as airlines
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Module 1: China has not developed a GA safety performance
measurement system based on GA activity, accident and incident
data
Module 1: Safety
Key Areas
 Safety
performance
measurement
Booz & Company
U.S. (FAA) Observations
China (CAAC) Observations
 FAA has established quantitative
 The current CAAC GA safety goal
GA safety performance targets
is to avoid serious (fatal) accident
based on historical data
which is not attainable; need to
 To enable this FAA has an annual
reform the performance targets for
general aviation activity survey of
GA
all GA aircraft owners to determine  There is also lack of voluntary
aircraft usage levels and patterns
incident reporting (those not
 To continually improve safety, GA
required under regulations) such as
accident/incident data is
Aviation Safety Reporting System
supplemented by a voluntary
in the U.S.
incident reporting system and other  CAAC publishes annual GA
safety information sharing
accident/incident statistics but
platforms
there is a lack of system approach
for the design and conduct of GA
flight activity survey
 More detailed GA flight activity
related data not available in the
public domain
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Recommendations
 Review GA accident statistical data
and set GA safety performance
targets
 Enhance current accident/
reporting system to have sufficient
data for cause analysis
 Establish a voluntary incident
reporting system
 Design and formalize CAAC annual
GA flight activity survey system
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Module 2: Airport policy and regulations primarily target at
airports serving scheduled airlines and neglect GA airport needs
Module 2: GA Airport
Key Areas
 GA Airport
Policy and
Regulations
Booz & Company
U.S. (FAA) Observations
China (CAAC) Observations
 The U.S. has a integrated civil
 Current airport policy and
aviation airport planning approach
regulations mainly target at airports
at federal, regional, state and local
serving scheduled air carriers
– GA airport is not included in the
government levels including GA
national airport development
airports
strategic plan
 In the U.S. majority of airports are
–
No regulations and guidance
private use airports and non Part
materials to guide private sector
139 certified public use airports
airport development and
 GA airports and heliports are
approval process
exempted from Part 139
– No CAAC national funding
certification but they are:
policies for GA airport
– obligated to meet certain design
development
requirements if receiving federal  There is no exemption on
funds
registration and compliance
– subject to licensing requirements
resulting in too stringent
imposed in respective states
requirements for GA airports
 Airport Improvement Program (AIP)
– The planning approval process is
is a federal level grant program that
onerous even for temporary
funds planning and development of
landing strip serving light aircraft
public-use (either publicly or
 There is no policy on charges/ fees
privately owned airports included in
for airport related charges (e.g.
the NPIAS in the U.S.
airport facility and airspace usage
 Two third of AIP funding goes into
charges)
small airports (GA airports)
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Recommendations
 Develop regulations and guidance
materials for GA airport
development (both government or
private driven investment)
 Integrate GA airport planning and
development into future national
airport system planning process
 Simplify the current GA airport
planning and approval process,
shorten approval lead time and
produce guiding materials
 Conduct feasibility study on a
dedicated funds for GA airport
development
 Develop policies to guide airport
usage fees for GA operation to
encourage the growth of GA by
minimizing charges
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Module 2: Design requirements for GA airports are not as
organized and targeted for different applications
Module 2: GA Airport
Key Areas
 GA Airport
Design
Booz & Company
U.S. (FAA) Observations
China (CAAC) Observations
Recommendations
 FAA has established
 China has guidance materials on
 Develop GA airport design
comprehensive airport engineering,
GA airport and heliport design
requirements that align with
design, and construction standards  Ground Equipment of General
different segments (temporary
through issuance of series 150
Aviation Aerodrome standards
landing strips, heliport, flying clubs
advisory circulars
dates back to 1999 and need
etc.) and applications
 AC 150/5300-13 provides general
review to meet needs of different
design standards and
GA applications
recommendations for all airports
 Current CAAC Technical Standards
 AC 150/5390-2 Heliport Design
for Flying Area of Civil Heliport
provides standards for heliport
does not prescribe specific
design and development in the
requirements by applications
U.S., including
– General aviation heliports
– Transport heliports
– Hospital heliports
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Module 3: Main gaps for airworthiness are in the areas of amateur
built aircraft, validation of type certificate and guidance materials
Module 3: Airworthiness
Key Areas
 Airworthiness
regulations
Booz & Company
U.S. (FAA) Observations
China (CAAC) Observations
 In the US, FAA has stipulated
 The VTC process is complicated
regulatory requirements for
and lengthy - it requires on-site
different GA segments, e.g.:
visits to the original aircraft
– Requirements for experimental
manufacturer
amateur-built aircraft and light
 China lacks simple but concise
sport aircraft
guidance materials in the following
 FAA also works closely with
areas:
industry association to provide
– CAAC and industry guide to
necessary guidance and
product design and production
information for:
certification
– Amateur build aircraft
– Summary of requirements
– The FAA and Industry Guide to
involved in acquiring, owning,
Product Certification (CPI Guide)
operating, and maintaining a
guide is jointly prepared by FAA,
private aircraft
AIA and GAMA
 China does not have clear
– Plane Sense - introduces aircraft
regulatory requirements for selfowners and operators, or
built aircraft despite reporting of
prospective aircraft owners and
test flying activities and accidents
operators, to basic information
about the requirements involved
in acquiring, owning, operating,
and maintaining a private aircraft
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Recommendations
 Work with GA industry stakeholders
to review and streamline VTC
requirements
 Work with manufacturers and
suppliers to produce CAACIndustry guidance material on
aircraft design and production
certification
 Produce a guidance that
summarizes requirements involved
in acquiring, owning, operating, and
maintaining a private aircraft
(similar to Plane Sense)
 Draft advisory circular related to
airworthiness requirements for
experimental amateur-built aircraft
 Issue LSA related regulations and
rules for inclusion in the aircraft
airworthiness requirements
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Module 3: Current aircraft registration and certification process
can be simplified and duration required can be shortened
Module 3: Airworthiness
Key Areas
U.S. (FAA) Observations
China (CAAC) Observations
Recommendations
 Aircraft
 In the US, it generally takes less
 The CAAC has more complex and  Work with GA industry to simplify
registration and
than 1 month to register and obtain
restrictive administrative
and shorten aircraft registration and
certification
aircraft certificate for registration
requirements for aircraft
certification process
process
and airworthiness
registration as well as airworthiness
certification (normally completed by
the manufacture after registration)
 Some of the requirements are
either duplicative or inconsistent
across different regulations (e.g.
CCAR 285)
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Module 4: Flight standards regulatory differences appear in
General Aviation Pilots and Flight Instructors areas
Module 4: Flight Standards
Key Areas
 Overall Flight
Standards
Regulations
Booz & Company
U.S. (FAA) Observations
 FAA also has more specific
requirements on recreational and
sport pilot sections under 14CFR
Part 61 than CAAC
– The regulations prescribe less
stringent certification
requirements but impose some
operational constraints
 FAA makes special provisions for
GA segment
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
China (CAAC) Observations
 CAAC and FAA share very similar
flight standards related regulatory
system
 However, there is no specific
requirement on the level of airmen
and maintenance/inspection staff
for GA segment as it would be in
the U.S.
Prepared for ACP
Recommendations
 Review current GA pilot
certification system and compare
with the FAA Part 61
 Review current mechanic training
curriculum to simplify course
structures and time requirement
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Module 4: CAAC has more detailed mechanic certification system
with multiple disciplines and aircraft type ratings
Module 4: Flight Standards
Key Areas
 Mechanic
Certification




Note：
U.S. (FAA) Observations
China (CAAC) Observations
Recommendations
The US has a much simpler aircraft  CAAC has a two-stage aircraft
 Review current mechanic training
maintenance personnel certification
maintenance personnel licensing
curriculum to simplify course
system than China
system with different disciplines and
structures and adjust time
Key ratings are: Airframe,
aircraft type ratings
requirement
Powerplant, Airframe and
 Compared to FAA, CAAC
 Explore possibilities of new
Powerplant (A&P), Avionics
maintenance licensing system has
mechanic certification standards Technicians and Inspection
the following restrictions*:
to enable mechanics to work on a
Authorization
– Capability is limited to specific type
group or similar types of GA
The holder of a mechanic
of aircraft or function - different
aircraft
certificate is relatively unrestricted
types under same category still
 Investigate the procedures and
as to working on any particular type
requires for separate qualification
standards to better facilitate the
of aircraft or to specialized
– Longer duration and on the job
military-to-civil conversion
maintenance functions
training requirements to become
The US has set codes for every
CAAC certified mechanics as
types of professional mechanics
compared with the U.S.
and technician serving various
– Lack of clear military-to-civil
kinds of military. Military-to-civil
conversion system for
conversion can refer to these
maintenance personnel
codes which greatly simplifies the
– No big difference to obtain
process of conversion and enlarges
licenses between GA and air
the sources of mechanics for the
carrier mechanics – more choose
civil aviation including GA
air carrier maintenance for better
career development
1) Separate qualification requirements for different types under same category align with EASA practices. CAAC monitors EASA closely and adjust requirements as appropriate
2) Longer duration and on the job training requirements also aligns with EASA standards (COMMISSION REGULATION (EC) No 2042/2003). Applicants with secondary school education and
above needs 2 years on the job training, while those without needs 3 years on the job training duration in order to qualify as a certified mechanics
3) CAAC Advisory Circular (AC-66R1-01 Clause No.6) recognizes non civilian aircraft maintenance experience. However since both civilian and military maintenance scope and requirements differ,
there is a need for mechanics to be reassessed and recertified
4) Maintenance licensing requirements for both general aviation and commercial aviation follow similar guiding principles. However, CAAC differentiate piston helicopter, piston aircraft, turbo
helicopter and turbo aircraft (similar to EASA). There is a need to reapply for license for individuals who transfer from GA to commercial aircraft maintenance. Due to better compensation and
career prospects, more mechanics choose air carrier maintenance instead of GA maintenance
Booz & Company
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Module 4: Current pilot system has not specified the GA
certification, resulting in the difficulty of encouraging the growth
of GA pilots
Module 4: Flight Standards
Key Areas
 Pilot, Flight
School and
Instructor
Certification
Booz & Company
U.S. (FAA) Observations
China (CAAC) Observations
Recommendations
 The US has a wider pilot category
dedicated for GA enthusiasts and
activities:
– Sport pilot
– Recreational pilot
– Private pilot
– Commercial pilot
 The ‘Sport’ and ‘Recreational’
licenses are relatively easy to
obtain in terms of hours required
and cost
 Part 141 and 61 regulates flight
schools in the U.S. with the later
requires less stringent certification
requirements
 As for flight instructors, the US has
rating targeted at GA, e.g. Flight
Instructors with a Sport Pilot Rating
only needs to have sport pilot
certificate (commercial pilot or
airline transport pilot certificate not
required)
 CAAC61 stipulates clear
requirements for GA certification
requirements
 Differing from the US, China adopts
a “grade” approach in managing
sports pilot licensing. CCAR61
classifies sports pilots as “Primary/
Entry level” pilots
 Current flight school and instructor
certification requirements are
similar to the US
 The US sport pilot license has
made private flying more
accessible as it does not different
for private or commercial use.
While in China, CAAC differentiates
private and commercial pilot
license for primary category
airplane, gliders, balloons and
rotorcraft
 Medical eligibility for private and
commercial licenses for primary
category airplane, gliders, balloons
and rotorcraft in China is also more
stringent than the US
 Together with key stakeholders,
explore ways to encourage the
production of more GA pilots,
including by subsidizing their flying
instruction."
 For GA pilots, simplify the
curriculum and adjust time
requirement
 Conduct feasibility of merging
private and commercial pilot
licensing requirements for primary
category airplanes, gliders,
balloons and rotorcraft to form
sports pilot license. In addition, also
consider the feasibility of sport
instructor certification
 Review medical eligibility/ criteria to
make flying more accessible to
public
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Module 5: Operators face many regulatory constraints resulting in
high cost of aircraft ownership and operation
Module 5: Operators
Key Areas
U.S. (FAA) Observations
China (CAAC) Observations
Recommendations
 Regulatory
constraints for
operators
 The U.S. has well developed GA
infrastructure (airports and
accessible airspace) and other
supporting functions
 The U.S. also has appropriate level
of regulations that do not create
constraints to operators
– There are no onerous
administrative rules imposed on
GA operators for granting
approval
 FAA policies help create a
conducive operating environment
for GA:
– FAA does not charge usage fee
for airspace
– FAA issue policies to guide
equitable airport fees
 There are various options for GA
aircraft ownership and usage
 Resource consuming
administrative requirements for
aircraft purchase approval
 Unreasonable requirements to
have base airport, management
company in order to purchase an
aircraft
 High aircraft import tax and duties
totaling 22.85%
 GA market management
regulations such as CCAR 285
imposes duplicative document
submission requirements
 Lack of policies on airport and
airspace usage charges
 Limited choice of GA aircraft
ownership and usage options
 Review tax and duty regime for GA
aircraft and spare parts to lower
cost of GA aircraft ownership and
operation
 Streamline requirements in CCAR
285 to avoid regulatory and
administrative duplications,
ambiguity and inconsistencies in
non-commercial GA operations
Booz & Company
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Module 6: GA associations development in China is yet to be able
to influence regulatory reforms and industry growth
General Aviation Related Associations
in the U.S. (Non-Exhaustive)
China General Aviation Association
International
Stakeholder Level
Main General Aviation
Associations in China
 Led by CAAC
 Registered at Ministry of Civil Affairs
National
North West General Aviation Association
Regional/
Voluntary
Group
 Established in March, 2009
 Based in Xi’an Yanliang Aviation High-tech
Zone
 It now has 41 members covering from
manufacturers to operators and other relative
organizations
Arizona
Airports
Association
GA Airport/
Infrastructure/
FBO
Manufacturing/
Maintenance
Operators/ Users
General Aviation Industry Value Chain
Source: CCAA, NWGA, Booz & Company analysis
Booz & Company
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
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21
Module 6: We recommend CAAC adopts a more coordinated
approach to encourage GA association development in China
Recommended Initiatives to Guide Coordinated GA Association
Development in China
1 Encourage formation of local
chapters of international GA
associations
Level of Associations
International
National
2 Coordinate and support
formation of a national level
GA association
– Establish specific interest
groups such as flight
schools, manufacturing etc.
Regional/
Voluntary
Group
3 Encourage formation of
regional chapters of CCAA to
lead regional activities
Manufacturing/ Operators/ Users
GA Airport/
Maintenance
Infrastructure/
FBO
General Aviation Industry Value Chain
Booz & Company
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
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Comments
 The development of associations
related to GA is still in its infantry
stage in China
 For immediate term CAAC should
coordinate and spearhead the
development of a national level GA
association in China
 In a long run China GA associations
should be able to influence GA
development:
– Encourage and strengthen self
regulation of GA industry
– Recommend policies that enable
GA development (e.g. airport
infrastructure, manufacturing and
operations, pilots and mechanics
training)
 GA associations should be at the
equal level with the airline
associations
22
Module 6: GA associations should play greater roles in supporting
future safe and sustainable GA development as in the case of U.S.
1
2
Representation and Advocacy
 All associations safeguard
interest of GA users
through lobbying with
Safeguard
government stakeholders
Interest of GA
Users
Capability and Capacity
Development
 Some associations
facilitate building of safety
Build GA
capability and capacity
Safety
 Many joint FAA and GA
Capability
industry committees are
and Capacity
always working on safety
issues and GA
development issues
 All associations support
regulatory review and
Support
development
Policy and  Very large amount of
Regulatory
association staff and
Development
member. personnel,
resources work with FAA
on a continuous basis
 Some association promote
GA technology
advancement and
Promote
innovation to improve
Technology
safety and efficiency, e.g.
Advancement
Embry Riddle University
GA Centre
 Some associations assist
FAA in providing oversight
Assist FAA in
on certain GA segment
Providing GA
– e.g. EAA for light sports
Oversight
aircraft inspection and
Training
certification training
 Some associations
support the collection and
analysis of statistical data
Support Data
– GAMA Statistics,
Collection
Database
and Analysis
– AOPA Statistics
3
Outreach & Community
 Some associations create
greater awareness of
Create
benefits of GA
Greater
 GAMA Publication
Awareness of
 AOPA GA serves America
GA
 EAA AirVenture Museum
Support
Community
Services
 Some associations
support community
services e.g. government
disaster relief/ functions
 Emergency Volunteer Air
Corps on Disaster Relief
Source: Booz & Company analysis
Booz & Company
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
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23
For next steps we propose CAAC setup a General Aviation Task
Force to spearhead implementation of recommended initiatives
Main Roles and Responsibilities of General Aviation Task Force
GA Policy and
Regulation Making
 Consolidate the efforts for all GA policy and regulation related activities
within CAAC
 Spearheading policy and regulatory reform activities within CAAC
 Recommend and draft GA policy and regulations
Coordination and
Communication
 Coordinate and communicate with the following CAAC’s internal
stakeholders:
– Senior management and decision makers
– Various divisions and departments (e.g. airports, airworthiness etc.)
– CAAC’s regional offices
 Liaise and communicate with external government and industry entities
Safeguarding
Implementation
 Roll out and ensure implementation of proposed regulatory reform, test
areas and other identified initiatives
 Work with the other government entities and the industry to safeguard
implementation
Immediate
next step is
to conduct
GA
workshops
 Monitor and evaluate progress and effectiveness of various initiatives
 Capture lessons learned and facilitate knowledge sharing
Monitoring and
Evaluation
Source: Booz & Company analysis
Booz & Company
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
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24
Executive summary
GARA I status check
Appendix
Booz & Company
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
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25
0. Safety
GARA I Development Area
Item
GARA I Recommendations
Safety
Scope Covered Under
GAIS (GARA II) Study
GARA I
Status
Corresponding GAIS (GARA II)
Recommendations
0.1
 Develop CAAC organizational structure
and management process to regulate
general aviation safety (central, regional
and local)
 Conducted analysis on the current
 Closed and  Streamline current GA roles and
organizational issues
carried over
responsibilities across various CAAC
 Presented FAA’s organizational
to GAIS
divisions on regulation
approaches to providing safety oversight
 Setup a “one-stop” GA customer service
interface and initiative
0.2
 Study and define GA industry safety
targets to be equivalent to the average
of developed GA countries (≈ 10
accidents per 100,000 flight hours per
annum)
 Presented U.S. practices, safety targets,  Closed and  Design and formalize CAAC annual GA flight
accident, incident classification,
carried over
activity survey system
reporting and investigation processes
to GAIS
 Review GA accident statistical data and set
GA safety performance targets
 Enhance current accident/ reporting system
(data need);
 Establish safety targets
 Design and develop a robust accident/
incident reporting and information sharing
system
0.3
 Conduct feasibility study of safety
management system (SMS) application
for GA in China
 Not covered
 Open
 Not covered
0.4
 Develop and independent, centralized
GA safety incident reporting,
investigation and emergency
management system for GA
 Presented NTSB and FAA practices for
reference
 Closed
 No further recommendations from GAIS study
0.5
 Establish training courses to build GA
safety inspection capabilities
 Not covered
 Open
 Not covered
0.6
 Increase human resource capacity for
safety enforcement
 Not covered
 Open
 Not covered
Booz & Company
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1. Airport
GARA I Development Area
Item
GARA I Recommendations
Airport
Scope Covered Under
GAIS (GARA II) Study
GARA I
Status
Corresponding GAIS (GARA II)
Recommendations
1.1
 Review and streamline planning and
approval process to enable more
expedited general aviation airport
development and construction
 Conducted detailed comparative analysis
on the planning and approval between
China and the U.S.
 Closed and  Simplify the current GA airport planning and
carried over
approval process, shorten approval lead time
to GAIS
and produce guiding materials
1.2
 Develop a national land use
compatibility standard to guide
development for general aviation
airport and surrounding areas
 Not covered in GAIS study
 Examples already provided in GARA I
 Open
1.3
 Formulate a national airport
development funding system to assist
GA airport development and operation
 Provided detailed airport development
 Closed and  Conduct feasibility study on a dedicated funds
planning process in the U.S. for reference
carried over
for GA airport development
 The system includes GA airports open for
to GAIS
public use (include privately owned)
1.4
 Develop action plans to modernize
current GA airports/ landing strips and
retrofit small airports to support GA
operations
 Not covered
1.5
 Develop national standards for general  Highlighted main references for airport
aviation airports (type, classifications
designs in the U.S. (including heliports)
and minimum requirements)
 Closed and  Consolidate and develop GA airport design
carried over
requirements that align with different
to GAIS
segments (temporary landing strips, heliport,
flying clubs etc.) and applications, and
published by CAAC
1.6
 Develop the equivalent of FAA’s 14
CFR Part 157 regulation in China
 Closed and  Develop regulations and guidance materials
carried over
for GA airport development (both government
to GAIS
or private driven investment)
Booz & Company
 Open
 Highlighted airport certification and
registration practices in the U.S.
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
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 Not covered
 Not covered
27
2. Airspace
GARA I Development Area
Item
GARA I Recommendations
Airspace
Scope Covered Under
GAIS (GARA II) Study
GARA I
Status
Corresponding GAIS (GARA II)
Recommendations
2.1
 Streamline GA flight plan submission
 Not covered
requirements and reduce flight
planning approval process (国务院、中
央军事委员会第371令号)
 Open
 Not covered
2.2
 Develop a national airspace reform
implementation strategy and plan with
reference to ICAO standards and
guidelines
 Not covered
 Open
 Not covered
2.3
 Develop an implementation plans for
provisions of surveillance, navigation
and communication systems to enable
efficient and safe airspace utilization
 Not covered
 Open
 Not covered
2.4
 Conduct GPS approach and ADS-B
trials at test areas
 Not covered
 Open
 Not covered
Note: it was agreed
that Airspace will not
be part of GAIS project
scope
Booz & Company
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3. Pilot
GARA I Development Area
Item
GARA I Recommendations
Pilot
Scope Covered Under
GAIS (GARA II) Study
GARA I
Status
Corresponding GAIS (GARA II)
Recommendations
3.1
 Develop financial assistance policy to
encourage more veterans to pursue
GA and commercial pilot licenses
 Not covered
3.2
 Review and assess current pilot
licensing system - categories of pilot
licenses, training requirements and
progression requirements between
different grades (CCAR 61R1)
 Presented detailed information and
 Closed and  Review current GA pilot certification system
analysis of U.S. pilot licensing system and
carried over
and compare with the FAA Part 61
– Introduce LSA related pilot and flight
effects on the pilot numbers (particularly
to GAIS
instructor to facilitate growth in GA sports
recreational and light sport categories)
and recreational activities
3.3
 Develop a GA flight hour monitoring
and recording system and associated
administrative procedures
 Not covered
3.4
 Review cost structure of pilot training
for GA (vs. airline) in China and
propose improvement measures to
stimulate more enrolments
 Presented detailed information and
 Closed and  Review current GA pilot certification system
analysis of U.S. pilot licensing system and
carried over
and compare with the FAA Part 61
– Introduce LSA related pilot and flight
effects on the pilot numbers (particularly
to GAIS
instructor to facilitate growth in GA sports
recreational and light sport categories)
and recreational activities
and pilot training funding
3.5
 Develop a strategic plan to encourage
development of more private,
recreational and GA pilot training
schools
 Not covered
Booz & Company
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
 Open
 Not covered
 Open
 Open
Prepared for ACP
 Not covered
29
4. Aircraft Manufacturers
GARA I Development Area
Item
Aircraft Manufacturers
GARA I Recommendations
Scope Covered Under
GAIS (GARA II) Study
GARA I
Status
Corresponding GAIS (GARA II)
Recommendations
4.1
 Develop a policy and/or incentive
scheme to encourage investment in
R&D, new product development and
human resource capability building
initiatives
 Not covered
4,2
 Strengthen industry collaboration
among GA manufacturers (e.g.
association such as GAMA)
 Presented GA Associations Modules to
 Closed and  CAAC to adopt a coordinated approach to
highlight key roles as observed in the U.S.
carried over
spearhead and encourage GA association
to GAIS
development in China
4.3
 Develop airworthiness certification
capability for locally designed and
manufactured aircraft
 Conducted analysis of issues with regard
to current airworthiness regulations by
drawing the U.S. experience
Booz & Company
ACP GAIS - Executive Summary_Revised Oct 2011_EN_vf.ppt
 Open
Prepared for ACP
 Not covered
 Closed and  Draft advisory circular related to airworthiness
carried over
requirements for experimental amateur-built
to GAIS
aircraft
 Issue LSA related regulations and rules for
inclusion in the aircraft airworthiness
requirements
30
5. Operators and Private Owners
GARA I Development Area
Item
Operators and Private Owners
GARA I Recommendations
Scope Covered Under
GAIS (GARA II) Study
GARA I
Status
Corresponding GAIS (GARA II)
Recommendations
5.1
 Review tax and duty regime for GA
 Highlighted in Operator Module
aircraft and spare parts to lower cost of
GA aircraft ownership and operation
 Closed and  Review tax and duty regime for GA aircraft
and spare parts to lower cost of GA aircraft
carried over
ownership and operation
to GAIS
5.2
 Study economic regulations of GA
aerial work segment to improve
operating environment (pricing, fees,
duties and others)
 Not covered specifically for aerial works
 Presented the need to have a policy on
fees/charges for GA airport and airspace
usage
 Closed and  Streamline requirements in CCAR 285 to
carried over
avoid regulatory and administrative
to GAIS
duplications, ambiguity and inconsistencies in
non-commercial GA operations
 Develop policies to guide airport and airspace
usage fees for GA operation to ensure
equitable and foreseeable operating costs
5.3
 Coordinate and consolidate aerial
works demands for GA and develop
annual government GA aerial works
(public contracts) work plans and
expenditure to achieve economy of
scale for operators
 Not covered
 Open
 Not covered
5.4
 Encourage more direct investment in
public welfare focused projects e.g. air
ambulance, rescue and disaster relief
 Not covered
 Open
 Not covered
5.5
 Encourage traditional GA operators to  Not covered
pursue high technology and high
yielding GA segments (e.g. offshore oil
and business)
 Open
 Not covered
Booz & Company
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6. Airworthiness and MRO
GARA I Development Area
Item
Airworthiness and MRO
GARA I Recommendations
Scope Covered Under
GAIS (GARA II) Study
GARA I
Status
Corresponding GAIS (GARA II)
Recommendations
6.1
 Review and formulate more targeted
maintenance regime and qualifications
of maintenance personnel for sports
aviation segment (light sports aircraft)
 Presented the LSA requirements in the
U.S. for reference
 Closed and  Issue LSA related regulations and rules for
carried over
inclusion in the aircraft airworthiness
to GAIS
requirements
6.2
 Strengthen organizational and process
capabilities required to ensure
airworthiness and MRO regulatory
enforcement (CAAC, designees and
delegations)
 Not covered
 Open
Booz & Company
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 Not covered
32
7. Supporting Functions
GARA I Development Area
Item
Supporting Functions
GARA I Recommendations
Scope Covered Under
GAIS (GARA II) Study
GARA I
Status
Corresponding GAIS (GARA II)
Recommendations
7.1
 Review aviation fuel supply policy to
encourage development of FBOs to
serve GA needs
 Not covered
 Open
 Not covered
7.2
 Develop design guidelines for
 Not covered
minimum facilities and services of FBO
service providers
 Open
 Not covered
7.3
 Develop a flight service station (FSS)
system to support GA pilots and
operators
 Not covered
 Open
 Not covered
7.4
 Develop a general aviation information
database to record flight activities of
various segment and safety records
 Presented FAA’s annual GA activity
examples and make recommendations to
strengthen and have a more structured
GA activity survey
 Closed and  Design and formalize CAAC annual GA flight
carried over
activity survey system
to GAIS
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8. Financing
GARA I Development Area
Item
GARA I Recommendations
Financing
Scope Covered Under
GAIS (GARA II) Study
GARA I
Status
Corresponding GAIS (GARA II)
Recommendations
8.1
 Inter agency collaboration to
encourage the growth of aircraft
financing
 Not covered
 Open
 Not covered
8.2
 Formulate relevant regulations to
define safety responsibilities of
fractional and shared ownership
programs (CCAR 91)
 Presented a case study for Fractional
Ownership practice in the U.S.
 Closed and
carry over
to GAIS
 Assess the need to formulate relevant
regulations to define safety responsibilities of
fractional and shared ownership programs
(CCAR 91)
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