文/韋恩·曼斯菲爾德 （Wayne Mansfield）譯/趙藝

在過去的四年里，我來中國大概有20次，并在鄭州和武漢的航空展上進(jìn)行了飛行表演。我認(rèn)識(shí)了許多航空愛好者，并與他們成了好朋友。

Over the past 4 years, I’ve been to China around 20 times,and have now fl own in several air shows, in both Zhengzhou and Wuhan. I’ve met so many wonderful people interested in aviation and become good friends with many of them.

2015年，韋恩在哈爾濱表演空中海報(bào)

什么是通用航空？

在中國，人們對(duì)飛行的熱情很高。雖然很多人十分熟悉平時(shí)乘坐的飛機(jī)，卻從未近距離接觸過任何一架小型飛機(jī)。美國人熟知的通用航空對(duì)中國人來說是一個(gè)相對(duì)較新的概念。通用航空包括除公共航空運(yùn)輸（大型客機(jī)）之外的所有民用航空活動(dòng)。最近有一群中國的航空朋友來到美國。他們是一群有才華、熱誠且非常幸運(yùn)的年輕人，他們被一家中國的航空公司選為飛行員，并被派到美國來學(xué)習(xí)飛行，目標(biāo)是成為完全成熟的機(jī)長，有能力駕駛一架負(fù)載數(shù)百人的客機(jī)。我來自一個(gè)有90年飛行經(jīng)驗(yàn)的飛行員世家，這對(duì)我來說像是把順序前后顛倒了。我想說:“嘿, 等一下,不是應(yīng)該先學(xué)習(xí)飛行，獲得商業(yè)飛行員的資格，然后再去航空公司找工作嗎 ?”不，在中國不是這樣。你展現(xiàn)出良好的資質(zhì)，在學(xué)術(shù)上取得成績，然后被雇用并被派去學(xué)習(xí)飛行。這有培訓(xùn)失敗的風(fēng)險(xiǎn)，政府和航空公司雖然能根據(jù)你表現(xiàn)出的潛力和優(yōu)秀的考試成績來判斷你能否成功，不過你是否真的適合飛行，還有待觀察。一直讓我困惑的是，中國似乎還沒有一個(gè)通用航空文化系統(tǒng)能夠普及人們對(duì)飛行的認(rèn)知。在美國和歐洲，通用航空業(yè)培養(yǎng)了數(shù)代飛行員，并發(fā)展為強(qiáng)大的航空產(chǎn)業(yè)，從而進(jìn)一步充實(shí)了更為復(fù)雜和用途廣泛的航空運(yùn)輸系統(tǒng)。

What Is General Aviation?

Enthusiasm for flying runs high in China, where many people have never been near, nor have they seen, a small airplane.General aviation, as known in America is a relatively new concept.“GA” as we call it, includes all civilian fl ying except big airliners.This week I greeted a group of my aviation friends arriving into the USA from China.They’re a select group of talented, dedicated – and very fortunate -young people to be chosen and hired as airline pilots.Their new employer, a Chinese airline has sent them to the USA to learn to fl y with the goal of becoming fully fl edged Airline Captains; that is to say command a passenger jet full of hundreds of people.Because I come from a family of aviators stretching back 90 years to my grandfather this seems like putting the cart in front of the horse.I want to say…Hey wait a minute.Don’t you fi rst learn to fl y, get a commercial pilot’s rating, and then get a job? Nope.Not in China.You show good qualif i cations, make the grade academically, and then get hired and sent off to learn to fl y afterwards.You can of course fail the training, but the government and the airline feel pretty sure you’ll make it based on your demonstrated potential and academic test scores.It remains to be seen if you are actually suited to fly airplanes.What continues to puzzle me is that it would seem that China has not yet de-veloped a widespread General Aviation culture and system capable of teaching its own people to fl y.In America and Europe it has been General Aviation that trained generations of pilots and developed a renowned aviation industry, leading to the further development of a complex and functional air transportation system.

韋恩·曼斯菲爾德，波士頓大學(xué)理學(xué)學(xué)士，Clear Sky有限公司董事、總經(jīng)理，Aviad公司總裁/首席執(zhí)行官， FAA（美國聯(lián)邦航空管理局）“飛行員大師獎(jiǎng)”獲得者，F(xiàn)AA航空安全“年度好友獎(jiǎng)”獲得者

我的這群中國的航空朋友來自北京，年輕的他們充滿活力、希望和熱情。如今亞洲的航空公司支付給符合資質(zhì)的西方飛行員高達(dá)30萬美元的年薪。雖然我的朋友們作為本國培養(yǎng)的飛行員，可能無法獲得同樣的薪酬，但毫無疑問他們的薪水仍然很高，而且能在同齡人中享有很高的自豪感和聲望。

My young friends arrived from Beijing full of energy, hope,and enthusiasm; as well they should be, given that Asian airlines are now paying qualif i ed western airline pilots up to$300,000 USD per year.No doubt that they, as domestically sourced pilots, will be remunerated on a lower pay scale, but will still be very well paid and enjoy a high level of familial pride and prestige amongst their peers.

中國如何填補(bǔ)飛行員和機(jī)組人員缺口？

每天都有新聞報(bào)道亞洲的航空公司新購了飛機(jī)。這幾天的新聞宣稱，廈門航空將以超過30億美元的價(jià)格購買30架新波音飛機(jī)。但這只說了事情的一半，駕駛這些新飛機(jī)的飛行員和機(jī)組人員的短缺是迫在眉睫的危機(jī)。事實(shí)上，航空公司和制造商聲稱預(yù)計(jì)約有80萬名飛行員的短缺，這還不包括維修人員、空乘人員和機(jī)場(chǎng)運(yùn)營支持人員。在未來的十至二十年里，預(yù)計(jì)有兩三百萬航空人才的短缺。與西方國家不同的是，中國沒有普及的通用航空文化和歷史來培養(yǎng)飛行員。在美國，機(jī)組人員短缺的情況也是大問題，美國的航空公司正在為此努力；而在歐洲，廉價(jià)航空公司的領(lǐng)頭羊瑞安航空（Ryanair) 最近正在為惡劣的客戶關(guān)系而頭疼，原因就是由于機(jī)組人員短缺迫使他們?nèi)∠艘粋€(gè)半月內(nèi)的2000個(gè)航班，使得大量乘客滯留。

How to Fill the Pilot and Crew Shortages in China?

Every day, news articles announce new purchases of aircraft by Asian airlines.Today’s news boasted of a sale by Boeing to Xiamen Airlines of 30 new planes at a cost in excess of $3 billion USD. What’s left out seems to be the other half of this story - the looming crisis of pilot and crew shortages to operate these planes.In fact, the airlines and manufacturers are claiming a projected shortfall of around 800,000 pilots – plus maintenance staff, fl ight attendants, and airport operations support. In round numbers, let’s say 2 to 3 million in the next decade or two.Unlike the West, China has no underlying aviation culture, nor a history of General Aviation to feed the fl ow of new pilots.The aircrew situation is bad enough in the USA where airlines are struggling to fi ll crew slots; and in Europe a crew-scheduling problem forced low cost leader Ryanair to cancel scores of fl ights, leaving people stranded and creating a horrif i c customer relations headache for them.

中國應(yīng)該如何填補(bǔ)飛行員和機(jī)組人員的缺口？盡管中國已經(jīng)明確了發(fā)展通用航空業(yè)的目標(biāo)，大多數(shù)飛行員學(xué)生被派往國外培訓(xùn)。亞利桑那州和佛羅里達(dá)州主要的幾個(gè)飛行學(xué)校的中國學(xué)生約占80%。這表明，中國政府促進(jìn)發(fā)展通用航空業(yè)的決心已經(jīng)產(chǎn)生了積極的影響。很多機(jī)場(chǎng)已改建以供通用航空使用，新的通用航空機(jī)場(chǎng)建設(shè)計(jì)劃比比皆是，一些具有前瞻性的城市越來越重視航空展的舉辦。但通用航空文化的發(fā)展仍有些拖延和欠缺。在美國，航空文化長期以來一直活躍于電影、電視、雜志等各種文化領(lǐng)域，尤其在美國本地的許多機(jī)場(chǎng)，很多年輕人從很小的年紀(jì)就開始實(shí)際接觸相關(guān)工作。像我12歲開始就在機(jī)場(chǎng)幫忙，為私人飛機(jī)提供清洗和其他各種服務(wù)。中國把飛行員送到美國、澳大利亞和歐洲培訓(xùn)可能在短期內(nèi)解決危機(jī)，但是如果能擴(kuò)大自己的飛行學(xué)校，讓飛行學(xué)校擁有標(biāo)有中國名牌、中國制造的飛機(jī)機(jī)隊(duì),不是能更好地服務(wù)國家嗎？這樣有利于實(shí)現(xiàn)三個(gè)目標(biāo)：培訓(xùn)必需的機(jī)組人員；在制造飛機(jī)的過程中通過手把手地演示和啟發(fā)教導(dǎo)及培訓(xùn)飛機(jī)維修人員，可以節(jié)省大量時(shí)間和資金。

How is this pilot and crew gap to be filled in China? Despite the stated aim of developing General Aviation, China is still sending the vast majority of flight students abroad.The enrollment statistics at major fl ight schools in Arizona and Florida show around 80% Chinese students.It would seem that a great opportunity is being missed here.There’s no doubt that President XI’s commitment to promote GA is having a positive effect.Airports have been converted and revamped for GA use, new GA airport construction plans abound, and airshows feature prominently in progressive municipalities, but it seems that there have been some delays and a lack of underlying culture. This is a disadvantage compared to America where aviation has long been in every single thread of culture from movies, TV, magazines, and especially access to local airports where many a youngster like myself cut his teeth washing and servicing private planes.Sending crews to the USA, Australia and Europe may solve the crisis in the short term, but wouldn’t China be best served by a major expansion of fl ight schools with its own fl eet of airplanes – airplanes made in China and branded as Chinese? This would serve three purposes: train the necessary fl ight crews; train the maintenance support personnel through shadowing and mentoring during the manufacturing process, and save signif i cant time and money.

中國如何能培養(yǎng)自己的飛行員隊(duì)伍？

在全國推行航空運(yùn)輸培訓(xùn)需要時(shí)間、資金和堅(jiān)定的意愿——這個(gè)意愿是指認(rèn)為這是一項(xiàng)有價(jià)值的努力。正在海外接受培訓(xùn)的飛行員，其中有一些將成為回國培訓(xùn)下一屆學(xué)員的理想人選。在所有完成培訓(xùn)的飛行員中選出最優(yōu)秀的人才，并讓他們把技能傳承下去，這就解決了誰來培訓(xùn)新學(xué)員的問題。西方國家一直是這樣進(jìn)行的，先學(xué)后教。 當(dāng)然還需要很多硬件設(shè)施。制造新飛機(jī)的一個(gè)主要障礙是開發(fā)和獲得政府許可的成本較高，這個(gè)許可被稱為“TC”(型號(hào)合格證),是航空管理局允許諸如Piper（派珀）和Cessna（塞斯納）等飛行器制造商制造飛機(jī)的許可文件。近年來開發(fā)和獲取一個(gè)新的型號(hào)合格證并進(jìn)入市場(chǎng)需要花費(fèi)10年時(shí)間和約1億美元的資金。這將是一個(gè)巨大的障礙。但即便如此，已有幾個(gè)在美國和中國都獲得了許可的“型號(hào)合格證”可供制造飛機(jī)。中國可以考慮購買知名的通用航空型飛機(jī)，用作培訓(xùn)飛行員和機(jī)務(wù)人員的培訓(xùn)機(jī)，這也許可以成為中國啟動(dòng)和加快發(fā)展通用航空業(yè)的一個(gè)催化劑。

How to train Chinese Pilots by China?

To move air transport training in country will require time, money and the will to do so – the perception that it is a worthwhile endeavour. As scores of pilots are being trained offshore currently, some of them will be the right fi t to return and begin the training for the next gaggle.That is a natural result of sending the best and brightest.Of those who make the grade, some should be selected to pass their skills on, and this will solve the issue of who will do the training.This is exactly how it works in the West; learn and then teach. Still you need the hardware and lots of it.A major barrier to manufacturing new airplanes has been the cost of developing or acquiring a government manufacturing approval known as a (TC) “Type Certif i cate.” This is the aviation authority document allowing manufacturers like Piper and Cessna to build airplanes.Recent entries into the market have expended up to 10 years and $100 million USD to develop new TC’s.This is a very signif i cant barrier to entry.That said there are a few TC”s available in the open marketplace to build planes that are valid in both the USA and China.Acquisition of a well known and proven GA type aircraft to be used as a training tool both for pilots and maintenance personnel might be the catalyst that China needs to get their own General Aviation activity jumpstarted.

韋恩4歲時(shí)第一次跟隨父親開飛機(jī)

韋恩的母親是歷史上第一位表演空中海報(bào)的女飛行員

中美之間最近發(fā)生的貿(mào)易戰(zhàn)凸顯了中國發(fā)展國內(nèi)通用航空產(chǎn)業(yè)的必要性。中國為開發(fā)和設(shè)計(jì)新型飛機(jī)付出了很多努力。在缺乏建造飛機(jī)的經(jīng)驗(yàn)之時(shí)就試圖設(shè)計(jì)更好的飛機(jī)是有風(fēng)險(xiǎn)的。因此，中國航空管理局在認(rèn)證任何新設(shè)計(jì)之前都非常謹(jǐn)慎。另一方面，收購經(jīng)過認(rèn)證的飛機(jī)TC將使中國能夠利用其現(xiàn)有的相關(guān)技術(shù)人才，迅速開始建造輕型飛機(jī)。瑞士信貸集團(tuán)發(fā)布的調(diào)查結(jié)果顯示，現(xiàn)在的中國年輕人偏向購買中國制造的商品，那么在飛機(jī)的選擇上，為什么不如此？

The recent possibility of a trade war between China and the USA underscores the need for China to develop a domestic GA Industry.Much effort has been expended in trying to develop newer styles and Chinese aircraft designs.This is problematic because there isn’t enough history to fully understand the perils of trying to make better planes, before building proven ones.The benchmarks for safety, and commercial success do not yet exist.Accordingly the Chinese Aviation Authority moves very cautiously before certifying any new design.On the other hand, the acquisition of a certified aircraft TC with a known history and performance stats would enable China to quickly begin constructing light aircraft and to employ its existing workforce in skills that they have demonstrated excellent aptitude for.It’s also noteworthy that Credit Suisse has published fi ndings to indicate that now young Chinese much prefer China produced goods, so why not airplanes?

中國可以通過收購?fù)ㄓ煤娇诊w機(jī)的型號(hào)合格證和相關(guān)資產(chǎn)，來加速這一進(jìn)程。只有擁有中國制造的訓(xùn)練飛機(jī)，才能使中國在航空產(chǎn)業(yè)上獲得它想要和應(yīng)得的獨(dú)立自主性。中國有能力生產(chǎn)小型飛機(jī)，訓(xùn)練自己的飛行員和機(jī)組人員，建造小型機(jī)場(chǎng)，也有能力發(fā)展支持通用航空系統(tǒng)的所有相關(guān)產(chǎn)業(yè)。我所在的Clear Sky有限公司非常樂意為中國同行引進(jìn)小型飛機(jī)和航空培訓(xùn)提供相關(guān)資源。我們應(yīng)該銘記,是通用航空產(chǎn)業(yè)培養(yǎng)了飛行員、機(jī)械師和機(jī)組人員，它就像拉動(dòng)馬車的那匹馬，是它拉動(dòng)了整個(gè)航空業(yè)飛速奔馳。

In order to accelerate this process, China could quickly acquire GA aircraft TC’s and assets.A fleet of Chinese built training planes would give China the independence in aviation it wants and deserves.China has the ability to manufacture small planes, train its own pilots and crews, develop its small airports, and all of the associated support industries necessary for a General Aviation system.My Clear Sky Ltd is willing to provide relative resources for China.It’s useful to remember that it has always been General Aviation that trained the pilots, mechanics and crews that feed the airline industry.It’s the horse that pulls the cart.