After the first flight was successful, Zhao Yi returned to Kyoto to check relevant information on my country's aviation industry and prepare to submit reform suggestions to the superiors.
The last civil aviation reform was in 1978, less than five years ago. This reform is to separate the civil aviation business from the jurisdiction of the Air Force. The guiding ideology is "civil aviation must be entrepreneurial." The Civil Aviation Administration of China was changed from being affiliated with the Air Force to an agency directly under the State Council, and corporate management was implemented. However, during this period, the Civil Aviation Administration of China was still integrated with government and enterprise.
What Zhao wanted to do was to push the civil aviation reform to the next stage. Originally in 1987, the government decided to carry out institutional reform in the civil aviation industry characterized by the separation of airlines and airports.
The main content is to separate the air transport and general aviation related businesses, assets and personnel of the six former civil aviation regional administrations in Kyoto, Shanghai, Guangzhou, Xi'an, Chengdu and Shenyang, and establish six national backbone airlines to implement independent operations. , Be responsible for your own profits and losses, and compete on an equal footing.
The six national backbone airlines are: Air China, China Eastern Airlines, China Southern Airlines, China Southwest Airlines, China Northwest Airlines, and China Northern Airlines.
In addition, China General Aviation, which mainly operates general aviation business and also operates air transportation business, was also established in July 1989.
While establishing the backbone airlines, on the basis of the airports where the original Civil Aviation Administration of Kyoto, Shanghai, Guangzhou, Chengdu, Xi'an and Shenyang were located, the Civil Aviation Administration of North China, East China, Central and South China, The six regional administrations in the southwest, northwest and northeast, as well as Kyoto Capital Airport, Shanghai Hongqiao Airport, Guangzhou Baiyun Airport, Chengdu Shuangliu Airport, Xi'an Xiguan Airport (now moved to Xianyang and changed to Xi'an Xianyang Airport) and Shenyang Taoxian Airport. The six regional bureaus are both government departments and enterprises that manage regional civil aviation affairs. They lead and manage the provincial (autonomous and municipal) civil aviation bureaus and airports.
The air transport service guarantee system has also been reformed in accordance with the requirements of professional division of labor. In 1990, China Aviation Fuel Corporation, which specializes in aviation fuel supply guarantee business, was established on the basis of the original fuel supply departments at all levels of civil aviation. The company provides fuel supply to airlines through branches located at various airports.
Units of this nature include computer information centers engaged in the management and development of national computer booking and sales systems; aviation settlement centers that provide international air transport settlement services to airlines; as well as aircraft maintenance companies, aviation food companies, etc.
The above mentioned many approaches to future reforms are actually what Zhao Yi wants to carry out this time, but he wants to do it in one step. With this reform, the civil aviation market will each perform its own duties, and the autonomy and professionalism of enterprises in each link will be increased.
To be honest, if it weren't for the fear that his planes would not be sold, Zhao Yi would never want to enter this industry. You have to know how cheap domestic air tickets are now. For example, the flight he took from Kyoto to Shanghai cost It's 64 yuan.
Although different fares are implemented for domestic people and foreign passengers, how many foreign passengers are there now? They are mainly domestic passengers. Zhao Yi really can't think of any profit. He would be thankful if he doesn't lose money.
Moreover, the government pricing system is still implemented. Zhao Yi has no intention of reforming it in the proposal, because doing so is actually meaningless. The people's wealth is only at that level. Even if the right to customize fares is released, what will happen? Selling is expensive. Without passengers, it would be just as blinding.
At this time, a letter of introduction is required to purchase tickets. Most of them are taken by leaders of various units, and the air tickets are reimbursed. In his reform proposal, Zhao Yi hopes that this system will treat everyone equally. Otherwise, these reimbursed air tickets can only be used by state-owned airlines, and then his airline will never have passengers.
From the above introduction, readers, please guess whether the domestic aviation industry is profitable or not
Looking at the pricing policy situation in my country's civil aviation market, it can be divided into three stages. The first stage is the government unified pricing stage. The early stage of this stage is from the founding of the People's Republic of China to 1974, and the policy is government unified pricing. The later stage is from 1974 to 1997. In 1974, domestic and foreign passengers took domestic flights to implement two policies. In 1984, discount fares were given to Chinese citizens, and fares were published overseas.
This stage is generally profitable. Didn't expect it!
The second stage is the government-controlled pricing stage. The early period is from 1997 to 1999, when "one fare, multiple discounts" and so on are introduced; the later period is from 1999 to 2003, when the "discount ban" and "route discounts" are introduced. Joint venture" and many other policies.
Why were the "ban on discounts" and "route joint ventures" introduced in the later stages of this stage? Because this stage was generally a loss-making process, and these policies had to be introduced to improve civil aviation profitability.
The third stage is the government-guided price stage, starting from 2004 onwards. The policy is that when air transport companies sell domestic route tickets at home and abroad, they will use an average of 0.75 yuan per person per kilometer as the benchmark price for each domestic route, and determine the specific price within a range of 25% increase and 40% decrease. For flight segments operated exclusively by air transport companies, upper fare limits are implemented and no lower limits are specified.
Take the air ticket from Kyoto to Shanghai as an example: Add the route distance of 1,181 kilometers into the formula, and then increase it by 25%, which is the full-price economy class ticket price of each airline on the Beijing-Shanghai route - 1,240 yuan. With the pricing of full-fare tickets, the fares for different classes of tickets can be determined.
The civil aviation market in this third stage is generally profitable, and the profitability is not bad. In 2004 alone, the domestic civil aviation market made a total profit of 8.69 billion yuan.
In fact, overall, the profitability of the civil aviation market is not optimistic. In the early stage, it was affected by the income level of the national economy, so the profits were not large. In the later stage, it was greatly affected by international oil prices. The airlines themselves did not decide whether to make profits or losses.
Unless the country allows him to independently operate the aviation fuel refining and selling business, he can use oil futures to avoid these uncontrollable risks based on oil conditions, but he feels that this is unlikely.
Regardless of whether the higher-ups agree or not, I still need to fight for it. What are the bargaining chips for me to fight for? That is, they do not participate in the domestic oil business, mining business and refining business. These are the basics of state-owned enterprises.
Putting the source of his oil abroad will also involve a foreign exchange issue. It is estimated that the government is not willing to agree and can only use its own foreign exchange. Fortunately, Zhao Yi is not short of this foreign exchange. Adding this article will increase the number of passes. possibility.
After what Zhao Yi has done, it seems that it is not impossible. He can control all aspects by himself. In addition to policy factors, other factors in profit expectations can be eliminated or prepared in advance.
After summing up all this, a "Recommendation on Domestic Civil Aviation Industry Reform and Private Aviation Access Policy Reform" was released.
After writing it, the reform proposal was submitted to the National Development and Planning Commission on November 15, 1982. What happens after that depends on God's will.
Zhao Yi once again lived a life of eating and waiting to die + lying in a corpse. (End of chapter)