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Aviation History
1992
1992 - 0029.PDF
«":/• 'W j ^Wggiljlljj J I iP'PI'PIMjl';'! CHINESE CHALLENGES w ith so much attention devoted to fast-growing aerospace in dustries in Asian countries like Japan, Indonesia, Korea, Singapore and, more recently, Taiwan, it is easy to overlook the fact that the People's Republic of China (PRC) has been develop ing its indigenous aircraft industry for almost 40 years. Although years of isolation restricted access to overseas markets and technology, the more recent policies of frankness and co-operation have transformed the scale and shape of this industry over the last 15 years, particularly in the civil sector. The country is manoeuvring itself steadily into a position from which it can join the major league of international risk-sharing manufacturing partners and suppliers. EXPORT PRODUCTS Chinese aircraft like the Harbin Y-7 and Y-12 are already sold outside the tiny enclave of former client states in Soulh-East Asia, while western types such as the McDonnell Douglas MD-82 airliner and Aerospatiale SA.65N Dauphin helicopter have been licence-built in the PRC since the mid-1980s. The proposed China Trun- kLiner deal, involving some 150 aircraft, if and when it goes ahead, will mark another watershed, enabling many factories to join in the production of an aircraft intended to China is investing heavily to upgrade its aerospace manufacturing industry, and carries out increasing contract work for the West as well as improving indigenous products. John Bailey visits factories at Xi'an and Harbin to examine progress. become the backbone of China's domestic jet fleet. The attractions for foreign companies like Boeing and McDonnell Douglas are obvious. They will all have access to China's bur geoning airline market and, through obliga tory offset deals, the opportunity to develop a pool of suppliers whose labour and' production costs are among the lowest anywhere. Wang Dawei, vice-president for exports at China National Aero-Technology Import & Export (CATIC), the government body which co-ordinates foreign dealings with Chinese manufacturers, estimates that they can produce high-quality components for as little as 20% of the equivalent cost in the USA or Europe. Harbin's Y-ll was developed into the Y-12 by fitting turboprop engines Despite this, Chinese industry is often still saddled with antiquated factories, near- obsolete equipment, inefficient working practices and chronic overmanning. Al though the introduction of advanced ma chine tools, new techniques and western- standard quality control is achieving a steady transformation, the problems are as much cultural as technological. COMMUNITY RESPONSIBILITY An aviation factory, like other large enter prises in China, forms the centre of an extended community of dependants, taking responsibility for the welfare of employees and their families, almost from the cradle to the grave. Guo Jingshan, chief engineer at Harbin Aircraft Manufacturing in north eastern China, says: "The living conditions for our staff are not as high as in western countries, but we can guarantee our staffs living expenses. Our enterprise is not just for the management. We should also guar antee the society here." Harbin, one of the three largest aviation factories in China, employs 16,500 people, but provides housing, schools and medical care ;fpr almost as many family members, together with supporting 5,000 retirees. The factory supports an 800-bed hospital, five primary schools, six middle schools, a college and a technical school. Xi'an Aircraft (XAC), the nation's large
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