[Please keep in mind the domain name of this site" ", or search in Baidu: Sanlian Literature Network]

Others say that airports, which should have been in a key position, have been marginalized in the gray trades.

"The airport does not have any right to speak, and it is unable to introduce airlines according to its own operational development needs and reasonably allocate time resources." An executive at Panshi Airport said that Panshi Airport has always wanted to compete for the right to speak on flight schedules, saying, "Airports don't suddenly have this idea, flight schedules have always been a matter of great concern to airports, because the main economic source of airports is non-aeronautical business income, such as airport service fees." As we all know, airport fees are charged according to the number of passengers, and for airports, there are more flights with more hours, so there is more revenue, so flight schedules are very important for airports. But at present, in the mechanism of allocation of moments, airports are completely excluded, which is unreasonable. ”

Fan Wuxian nodded, indicating understanding.

In fact, I have invested so much money in the construction of the airport, and in the end I still have to listen to the command of others, which is really very problematic, and this rule should be changed.

It is precisely because of this that in a series of ** cases, the airport ** case does not even have the characteristics of civil aviation, just like the former executive deputy general manager of the Capital Airport, who was suspected of illegal operation in the procurement of security equipment and was shuanggui.

The deputy director of the Civil Aviation Administration was entrusted by his classmates to greet the deputy general manager in charge of bidding for the security equipment of the capital airport, and asked him to take care of an Israeli company.

Subsequently, the deputy general manager did not carry out the normal bidding process, and procured security equipment produced by Israeli companies, some of which had been planned to be used for explosion-proof work, and it is said that the problem of the general manager of Dalian International Airport, which is still under investigation, is also related to construction projects, and these are common to all industries and do not have the characteristics of the civil aviation industry.

Because of this, some people would say that airports are excluded from the civil aviation industry's rights circle.

The scarcity of resources for flight arrivals and arrivals at busy airports is not unique to China, but a worldwide phenomenon.

Over the years, in order to ensure the stability of airline operations, the international grandfathering clause has been adopted, allowing airlines to have hereditary flight schedules. Western aviation authorities, noting the damage to the fair competition of the grandfathering clause for the incoming airline, generally provide that at airports with limited flight schedules, the additional slots should be allocated to new airlines and new routes first, rather than to the base airlines.

In China, the problem of competition and monopoly is not considered at all, but whoever pays to bribe himself will be assigned to whom the route and time are limited, which is already a complete industry.

The high capital intensity and large growth space of the civil aviation sector make civil aviation have more opportunities, greater risks and more serious consequences. More than ninety percent of the most recent civil aviation cases occurred in the fields of finance, investment, engineering construction, and material and equipment procurement. The problems of indiscriminate investment, indiscriminate lending, indiscriminate guarantees, and small treasuries are also very prominent.

In fact, these are only the superficial reasons for the general ** in the civil aviation industry.

Almost all of the civil aviation industry cases are power rent-seeking cases, and the excessive approval mechanism of China's civil aviation industry has brought room for rent-seeking. Since all business decisions such as setting up a new company, introducing new equipment, opening new routes, adjusting schedules, and even staying overnight at the airport, all business decisions need to be approved by the relevant departments, and what follows is the ubiquitous power-for-money transaction.

For example, if you want to operate a certain route, the only way is to apply for approval. If a charter company has taken a fancy to a certain route, it needs to first report to the corresponding regional administration for approval, and then the Civil Aviation Administration will approve it. Get the right to operate the route first, then apply for flight schedules, and then transfer them to other airlines.

In a series of approval and transfer processes, a huge black hole of rights has been cast, and the fall of many civil aviation system executives is related to the charter business.

Another example is the introduction of aircraft, according to the procedure, all airport planning and construction and airlines purchase aircraft need to be reported to the Civil Aviation Administration, and the Civil Aviation Administration must report to the National Development and Reform Commission after approval.

Among them, the specific number of aircraft to procure, what aircraft, and how many aircraft each airline distributes, each approval process is crucial. With the government's airport construction funds and annual aircraft introduction relatively fixed, approval means not only whether the project can be implemented, but also whether government investment and bank loans can be obtained.

In addition to government departments, monopolistic airports also have rights, and even state-controlled airlines that claim to be market-oriented. Power is everywhere and seemingly interlocking, but in fact creates a lot of loopholes for rent-seeking.

Now the reform has not yet begun, but the Civil Aviation Administration has let out the wind, saying that in the future, all cities and all routes in China will no longer need airlines to apply to the Civil Aviation Administration for approval, and only need to report to the General Administration for the record.

Of course, things are not as simple as they say.

Although the civil aviation industry has high safety requirements, large capital flow and strong technology, fundamentally speaking, from the commercial nature of the market, the civil aviation industry and the corner store are the same, both belong to the retail service industry.

Therefore, the civil aviation industry needs to simplify the approval process, open and transparent its own work procedures, and treat everyone equally, break the monopoly, truly open to the private economy, and introduce a real competition system, so as to eradicate the general soil in the civil aviation industry, but also benefit the people.

But in fact, the loopholes in the supervision of the civil aviation industry are far more than this, and the black hole of flight schedules, charter flights, and route rent-seeking is only a corner of the huge black hole, and the real civil aviation gray industry chain is still running actively.

"Let's put it this way, I have not found anything transparent in the civil aviation industry, whether it is a big thing like applying for a charter flight, obtaining a flight schedule, applying for a route, or a small matter such as obtaining agency rights, there is no link in the process is open, and there is no open standard." A senior executive at Fan's Airways complained that while the opaque industry environment gives people like him great opportunities, it is not easy to be in the middle of it.

For example, everyone knows that there are many agencies in the civil aviation industry, and each agency relies on sales commissions from various airlines to make profits. This is understandable in itself, and the sales channels of most industries are also the same, but the key is that the sales commission of the aviation industry is extremely opaque, and the commission ratio basically depends on the relationship between the agency and the staff of the aviation sales department, which is a test of the agency's network and public relations ability.

What's more, because the sales department of some airlines is accustomed to favoritism, there are some people with little qualifications who have mixed into the agency team, which seems inconsequential, but the basic data information of the airline sales process may become uncontrollable.

The public knows that the Civil Aviation Administration of China has been committed to building a huge aviation industry information support platform, but has not achieved the expected results, and the inaccuracy of basic data may be one of the reasons.

It is indeed difficult to obtain true and accurate basic data in the civil aviation industry, and without accurate and real basic data, the idea that the civil aviation industry wants to achieve so-called digital management to avoid some risks has no practical significance.

In fact, many people ignore a company, that is, a guarantee company, at present, most of the domestic agency companies need to get the amount of the agent from the guarantee company, but unfortunately, the amount of the agent and the commission are not transparent.

"For example, if I have a good relationship with the guarantee company, I can get the airline's 2.5 million yuan pre-sale right if I give them a deposit of 500,000 yuan, but if someone who is more closely related to me speaks, I may be able to get 3 million yuan or even more pre-sale rights." The executive of Fan's Airlines said helplessly, "I'm afraid that the problems of this guarantee company will be exposed sooner or later." ”

As far as he knows, there are some agencies with bad qualifications that have obtained a huge amount of air ticket agency rights, and these companies are of course guaranteed by the guarantee company, and once these bad agency companies go bankrupt and escape, the guarantee company will pay the airline, and at that time, a bigger black hole of funds may be opened again.

In the big and small aviation anti-corruption incidents, the public only pays attention to the management officials who breed rent-seeking on routes, in fact, there is another breeding link, that is, the people who seek rents within each airline.

It is understood that whether it is public or private, almost every airline has a department dedicated to running routes, and the public relations costs of this department are very huge.

The most terrible thing is that most of the expenses of this department are difficult to reconcile, unlike other industries, route public relations is sometimes sent in cash, in order to prevent public relations personnel from embezzling, there are occasionally people within the airline who ask the person who is being publicized, but of course the person who accepts bribes will not tell the truth, so the person responsible for the public relations of the airline often embezzles the public relations fees approved from the company.

In fact, in addition to these links in the gray industry chain that are easy to breed due to the operation of airlines, the lack of power supervision in the civil aviation management system is also an important reason for the frequent accidents in the civil aviation industry.

Similar to the telecommunications system, the civil aviation system still retains a relatively strong planned economy color, is a strong monopoly of the department, under the monopoly color, there are a large number of administrative examination and approval mechanisms, these approval mechanisms or links, once the lack of supervision, can easily become a black hole of power rent-seeking.

In the civil aviation system, even a small department, as long as it makes good use of specific powers, will generate a good rent-seeking space.

"Since they don't take us seriously, it makes sense to suffer a little." In the end, Fan Wuxian made up his mind, intending to tear a hole in the opponent's camp first.

There are no pop-ups