The Booming Chinese Airline Industry

Until recently a stereotyped image of aviation in China was of fleets of ageing Ilyushin Il-18s or even battered old Tridents. Whilst they were a significant element of Chinese airlines in the past and although one may still witness the smoky departure of a Tu-154, these aircraft are rapidly being phased out of service. This then leads to the second irony – the fact that the western airlines’ aircraft in which I am flying in is the oldest on the ramp! The pace of the re-equipment program in China has been such that their airliners are now often newer than the airlines which they attempt to emulate.

One of the most popular aircraft in China today is the McDonnell Douglas MD-80 series. A reliable and comparatively simple aircraft, it is the perfect machine for any growing airline environment. Flight and engine controls are cable driven and there are few operational difficulties with the long proven Pratt & Whitney JT8D engines. The aircraft is also fast in cruise and very versatile in the circuit area, which in China they need to be!

Flying at night on the congested Chinese airways, the most common sight is the MD-80, identifiable by the long row of cabin lights. It is encouraging to know that McDonnell Douglas has found success in China at a time when many markets are becoming dominated by the increasingly fierce Airbus/Boeing tussle. By fixing a position in this significant region, the builder of those wonderful ‘DC’ aircraft has probably ensured the continued operation of the DC-9 derivative until 2025. Given that this will be 60 years after the first flight of the aircraft, it will be an amazing achievement.

Shanghai itself plays a significant role in the future of the McDonnell Douglas line. For a number of years it has been host to a construction line for MD-80 aircraft and with the new MD-90, this tradition will continue. The first MD-90-30 series for Delta looks powerful and efficient. The IAE V2500 engines are rated at 25,000 lb (112 kN) of thrust at sea level and operate well below Stage 3 noise limits. The size of the V2500 fan makes the engine physically bigger than the JT8D and the powerplant/aircraft combination now looks in proportion. Most flight deck controls remain the same as the MD-80, with an EFIS ADI and HSI and conventional airspeed indicator and altimeter. Importantly for the Chinese airlines, this will minimise crew training.

The other McDonnell Douglas type popular in China is the MD-11. Along with other operators, notably Federal Express, China Eastern of Shanghai has elected to use many of its MD-11s as freighters.

China Eastern and China Southern of Guangzhou (Canton) are evidence of the wisdom of splitting the old CAAC. They have wholeheartedly embraced western operating concepts and are growing at a rate which leaves airline analysts dumbfounded. China Southern for example, operates 34 737s, 20 757s, six 767-300ERs and has six 777s on order.

Air China has a most interesting fleet of aircraft, best observed at Beijing airport. Boeing is well represented, with the airline operating eight 747-400s as well as 747-200s and SPs. Domestically it utilises the 737-300. Parked away from the main terminal are smaller aircraft in the airlines’ livery, including a Citation III and Twin Otter. BAe 146s and civil L-100 Hercules are also in service.

Private airlines have also emerged in recent years. Shanghai Airlines operates a fleet consisting of six Boeing 757s and recently took delivery of its first 767. The airline plans international operations shortly, subject to government approval. Although not as blatantly ‘anti-new-airline’ as Australian governments have historically been, Beijing still protects established carriers. This has created numerous obstacles for the likes of Shanghai Airlines, but unlike Australia, allocation of terminal space is equitable. Not even the communists are as anti-competitive and unfair as to deny new entrants this basic right!

Passenger terminals in China vary greatly from airport to airport. The new Shanghai/Hongqiao terminal for example, is not unlike the older section of Sydney International. Beijing’s Capital airport is a little less impressive, with two parking satellites similar to those at the Brisbane domestic terminal, though not as modern.

Smaller airports such as Hangzhou or Tianjin are similar to say Hobart or Coolangatta. They are surprisingly clean and modern but not luxurious. From all accounts, this standard of terminal is a quantum leap from those go.

Probably the most striking new airport in China is Zhuhai. Built at a cost of over $A500 million it boasts a magnificent European designed terminal and 4000 metre runway. Within a 100 km radius of Zhuhai lies Guangzhou International Airport, Kai Tak at Hong Kong, Shenzhen Airport in the special economic zone north of Hong Kong and the new Macau International. When Chek Lap Kok opens in Hong Kong in 1998, this stretch of Chinese coastline will have some of the most advanced airports in the world.

A startling image confronting the first-time visitor to China is the contrast between the building standards of the terminals and the houses and factories that surround them. The terminals are usually clad in white ceramic tiles, whilst the overwhelming hue of all buildings, roads and often sky, is a dull grey-brown. In the north during winter, this can be made a little brighter by a fresh coating of snow.

Visitors are often amazed at the proximity of houses to runways and taxiways. Awaiting departure from Runway 18 at Shanghai, I have twice observed a nearby family enjoying their evening meal, seemingly oblivious to the noise of the idling RB211s. Complaints, litigation or even requests for double-glazed windows would be considered as counter to the best interests of the State!

Having flown into China on a number of occasions, I am amazed at the complete lack of control of people and vehicles on taxiways and tarmacs. Cars regularly dart in front of moving aircraft and workers on bicycles seem to play chicken with any jet they near. As aircraft will always slow or stop for them, they tend to have little respect for the sheer mass of a Boeing or Airbus. No doubt it must be tempting for some pilots to simply keep on taxying regardless!

There is a popular story circulating in Asia of an aircraft manufacturer’s training pilot returning to Shanghai after abnormal engine vibrations on takeoff and a foul smell permeating the cabin. On the subsequent aircraft inspection he discovered the severed head of a ground worker wedged within the engine. Given the immense thrust of the powerplants on such widely utilised aircraft as the A300 and 767, unless tarmac safety and discipline is improved it would appear these accidents will become more frequent in China.

At the smaller Chinese airports, the quality of runway and taxiway surfaces is also invariably substandard. Many are simply unlit and unmarked paths strewn with liberal quantities of concrete blocks, litter and other debris. One international airport has thousands of unexploded and rusty bombs sitting by the edge of the runway threshold!

The phenomenal economic boom in China has led to much uncontrolled building development, a great deal of it apparently unauthorised. High rise buildings creep closer and closer to airports and I am told in at least one instance, seriously infringe runway approach paths, necessitating altered departure and arrival patterns.

On the whole however, Chinese authorities appear to be winning their long and challenging march to improve aviation standards. The task of bringing an aviation infrastructure forward from 1930s to 1990s standards must be daunting to say the least.

It is occasionally some months between my visits to China and when I return the changes are most evident. It may simply be a new carpark or possibly a new terminal or improved Customs hall, but there is almost always something different at each airport.

Some of the more engaging features for the visitor to any Chinese airport are the contents of the duty free shops. For example, at the departure lounge at Beijing airport, the traveller may find the usual array of duty free alcohol, particularly the very popular cognac, as well as perfumes, jewellery and watches. A rather unique addition to these displays however is the array of vegetable and animal products such as regional mushrooms which allegedly improve vitality and complexion. A more unusual package contains what is claimed to be slivers of tiger penis, the benefits of which would be interesting to speculate!

A point of interest for visitors to Beijing Capital Airport are the numerals “999” appearing in large size on the side of the control tower. My initial impression was that this was perhaps a message of good will to travellers or possibly an ancient Chinese symbol for good health and well being. In fact the symbol is an advertisement for a popular brand of diarrhoea relief – so my initial impression wasn’t far off the mark! I’m not too sure why they choose to advertise on the side of the control tower however the parallel between Chinese Air Traffic Control and diarrhoea relief appears most ironic. Perhaps this capitalistic concept will be adopted in Australia when the airports are eventually privatised. An advertisement for Panadol or even Prozac would seem most appropriate for Sydney’s new control tower!

It is true that statistics prove China to be one of the least safe countries in which to fly and as a consequence it is easy to make fun of the way in which airliners and the associated infrastructure are managed. However, it should be appreciated that aircraft operations and the management of terminals and air traffic systems is far superior to that existing only a few years ago. This has been achieved whilst simultaneously sustaining double digit growth.

Such radical improvements in this short time would be unthinkable in Australia. Bureaucratic, political and self interest factors receive disproportionate consideration in aviation matters. Self interest has served to limit the benefits aviation may bring to the Australian community. Like China, Australia’s geographic distances make cheap, accessible and safe air transport a necessity. Although China has a long way to go to attain the levels of aviation safety required, recognition must be given for the growth and change achieved so far.

Although western countries have many aviation related products, services and practices to offer the Chinese (which they have demonstrated their willingness to accept), perhaps countries such as Australia have something to learn from them. China is well aware that air travel offers the ability to cross vast expanses, open previously remote areas, provide medical aid and flood relief when needed, promote business efficiency and profit and bring friends and families together.

In spite of the overwhelming benefits aviation can bring, successive Australian governments have fostered the much outdated belief that aviation is a toy for only the rich. Rather than constantly inventing new taxes to impose on the industry and introducing other inhibiting measures, surely our governments could note the actions of the world’s largest communist state which wholeheartedly promotes its aviation industry.

Is it too much for Australia, an allegedly free market economy with a well established aviation infrastructure to adapt to some of these wise Chinese philosophies?