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Old April 1st, 2011, 07:20 PM   #1601
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Nice Qualcomm corporate jet.
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Old April 2nd, 2011, 05:40 PM   #1602
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Is this a real plan? Please anybody post info about possible new phases.

And what are the colored zones? New terminal/s?
I would say yes its real...
If they wanna build it, they will build it regardless of homes and other private property in the way of the airport... I would say the colored zones are areas which could potenialy become a terminal...
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Old April 3rd, 2011, 04:50 PM   #1603
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Old April 7th, 2011, 05:59 PM   #1604
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Old April 8th, 2011, 06:05 PM   #1605
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Old April 9th, 2011, 03:24 AM   #1606
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So many *A carriers in that picture.
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Old April 12th, 2011, 12:51 AM   #1607
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Beijing T3 rulez!!
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Old April 12th, 2011, 12:52 AM   #1608
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awesomeeee!! NO WORDS LOVE THE LAST PICTURE!!
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Old April 16th, 2011, 07:07 PM   #1609
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Old April 16th, 2011, 07:53 PM   #1610
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I assume the French and Spanish government planes are here for the Boao Forum.
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Old April 19th, 2011, 03:43 PM   #1611
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Old May 21st, 2011, 08:15 AM   #1612
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Old June 9th, 2011, 01:41 AM   #1613
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Cluster Effect
China will add at least 56 airports in its 2011-15 five-year plan
Aviation Week &amp; Space Technology 06/06/2011
Author: Bradley Perrett

China’s airport construction program is continuing to expand. The latest update of the building campaign for 2011-15 includes 56 airports, up from 45 announced earlier and the 33 commenced under the previous five-year plan.

The country is working toward a scheme based on five clusters of airports to serve the north, east, south, southwest and northwest of China. Major international gateways anchor the first three of those clusters, at Beijing, Shanghai and Guangzhou.


A new focus is on developing intermodal hubs, making up for what appears to have been a lost opportunity in the past few years, when the railways ministry planned and constructed most of a massive high-speed rail system with almost no integration with commercial aviation.


At the end of 2010, China had 175 airports. By March, the Civil Aviation Administration of China (CAAC) was saying it would add 45, to bring that number to 220, but its chief, Li Jiaxiang, now says 56 will be added, taking the total past 230.


In fact, it seems that more than 56 airports will be started, because the administration counts a city’s replacement airport as a relocated facility, not a new one. Ten replacement airports are to be begun in the five-year plan, adding to five already under construction.


The final numbers are likely to vary by the time 2015 comes around, however. While infrastructure development by the Chinese government is little hindered by the not-in-my-backyard campaigning that slows or stops Western plans, Chinese programs can be held up by disputes between officials or by plain mistakes.


One plan that is running late, Beijing’s second major airport, will finally go ahead this year, the CAAC says. The repeatedly discussed and deferred facility will be built in the city’s southern Daxing district, as planned.


It is not clear how the authorities have settled the interdepartmental dispute that was at least part of the reason for the project’s delay: the air force’s refusal to vacate its Nanyuan base, whose air traffic would clash with Daxing’s.


Nanyuan also handles a few commercial flights, but cannot significantly ease the load on Beijing Capital International Airport. The authorities have rejected other alternative sites for a second major airport, including at least one east of the city that would have served Tianjin, too. Last year, the authorities said they were considering a fourth runway at Capital, although the layout of the facility and nearby topography suggest that convenient placement will be impossible.


At least at first, Daxing will not reach the capacity of Capital, whose three parallel runways and three terminals handled 74 million passengers last year, making it the world’s second busiest, after Atlanta’s Hartsfield-Jackson International Airport, which handled 89 million passengers in 2010. Beijing Capital’s designed capacity is 85 million passengers a year, although that could be stretched to 91 million by allocating the unused satellite T3D to domestic flights.


Daxing will have a capacity for 60 million passengers a year and is expected to specialize in domestic services, including through a link to the high-speed rail system. Fast trains threaten to change the shape of Chinese commercial aviation, but so far there is only one air-rail interchange, at newly expanded Shanghai Hongqiao International Airport. Soon it will not be alone.


“At Shanghai Hongqiao, we are building the country’s—even the world’s—largest integrated transportation hub,” says Li. “Parts of it were put into service last year. When complete, it will bring together transportation by air, long-distance high-speed rail, inter-city rail, metro, maglev train, highway, bus, taxi and private cars. It is expected to handle 1.1 million people a day.” That astonishing figure is four times the volume of Hartsfield-Jackson, but most of those passing through Hongqiao will be train passengers, and the figure presumably includes those who will not stop in Shanghai.


Speaking at a conference in Guiyang, Li reeled off plans to integrate other facilities more tightly with rail, including Shenzhen Bao’an Airport, Chengdu Shuangliu Airport, Shijiazhuang Airport, Xian Xianyang Airport and Zhengzhou Airport, the latter connecting to three inter-city rail lines. The Hunan provincial government is looking at turning Changsha Airport into an integrated transportation hub, he adds.


The development of Shijiazhuang also could serve Beijing, since the 350-kph (220-mph.) rail line should connect the airport to the capital, 230 km away, in less than 1 hr. Indeed, the Hebei provincial government has promoted Shijiazhuang as a potential second airport for Beijing. Tianjin Binhai International Airport, just 120 km from the capital, will also receive a fast-rail interchange.


Creating distant secondary airports for the capital are not really the point of the air-rail integration, however. The fast trains will extend the coverage of Tianjin, Shijiazhuang and other airports to surrounding cities and towns whose citizens, though generally poorer than those of the major urban centers, are increasingly moving into income ranges in which they can afford air travel.


Integrated transportation hubs for 42 large- and medium-sized airports are being studied or built, says Jia Zhanggao, director of the airports division of the CAAC. Some local governments have already reserved space for highway, railway and light-rail connections, he adds.


In each of the five airport clusters there will be at least one international gateway, although it will not always be the largest hub in the group nor always be directed at intercontinental services. Depending on local needs, other airports in the group will serve as hubs. The government has laid out these plans for the clusters:


•NORTH—Beijing Capital, the cluster’s anchor gateway, is to become an increasingly competitive international airport, although the CAAC does not say how. Chinese officials are much given to making fuzzy statements of aspiration; that may be one of them. Airports at Harbin, Shenyang, Dalian, Tianjin and elsewhere will be further developed as regional hubs, while Shijiazhuang, Taiyuan, Hohot and Changchun will be separately strengthened in unspecified ways.


Harbin, in the northeast, will become an international gateway for northeast Asia and “the far east,” apparently meaning Siberia, which is nearby. Three regional airports—at Mohe, Daqing and Erlianhaote—will be expanded, while a new one will be built at Fuyuan.


•EAST—Here the gateway is Shanghai Pudong International Airport, but the CAAC wants further development at Hongqiao. The facility is already highly regarded, thanks to an expansion effort that stands as a remarkable example of how China’s authoritarian government can get things done. Last decade, the Shanghai city administration, seeing conveniently located Hongqiao as a major civic asset, was unfazed by its being hemmed in by buildings. Officials ordered as much land acquisition and demolition as necessary to open up space for a second parallel runway, a new and larger terminal and the fast-train station. That exercise seems to have left the old terminal ripe for redevelopment.


Elsewhere in the East cluster, the airports at Hangzhou, Nanjing, Xiamen and Qingdao are to be developed as hubs—presumably handling mainly domestic services and regional Asian routes. Air France-KLM and Lufthansa are trying the difficult task of opening intercontinental services to such secondary cities, but progress is slow, even in eastern China, where the country has the largest number of well-developed cities.


Qingdao airport is to be designated as a gateway to Japan and Korea, while the airports at Jinan, Fuzhou, Nanchang and Hefei are to be more fully exploited. The regional Huai’an Airport will grow, and an equivalent facility is to be built at Jiuhuashan.


•SOUTH—In this region, sometimes called the central south, Guangzhou Baiyun is the gateway. For international traffic, it ranks a distant third behind Capital and Pudong, partly because of competition from nearby Hong Kong.


Shenzhen, Wuhan, Zhengzhou, Changsha, Nanning and Haikou airports are to be improved as hubs. The CAAC is not responsible for Hong Kong International Airport and Macau International Airport, although they are close to Guangzhou, Shenzhen and Zhuhai.


Apart from the needs of the Pearl River Delta, the CAAC’s strategy for the south cluster aims to support Hainan’s growth as a tourism island.


•SOUTHWEST—As elsewhere, the hubs are to be strengthened, in this case at Chengdu, Chongqing and Kunming. The first two are being expanded, and the third moved to a new location. Kunming will serve as an international gateway, but only for south and southeast Asia. This does not preclude either Chengdu or Chong*qing from becoming the main international airport for that region of China; both have long claimed that status, and Chengdu does have the beginnings of an intercontinental future with KLM service to Amsterdam.


The CAAC says it will fully exploit Lhasa and Guiyang airports to address the needs of the remote western part of the country, where population densities are low and ground transportation is correspondingly scanty. The Tengchong regional airport will be expanded and one will be built at Daocheng.


•NORTHWEST—The northwestern hubs are at Xian and Urumqi, and the CAAC says they will be “strengthened.” Again, it does not say how, but Xian Xianyang Airport is in the midst of a major expansion, while Urumqi Diwopu’s new Terminal 3 opened last year. The latter airport, in Chinese Turkestan (Xinjiang), will become a gateway for west and central Asia. Airports at Ku’erle and Kashi will be developed to serve the south of the province, which is larger than Texas. The regional airport at Yushu will be expanded while a new one is built at Kashi.
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Old June 11th, 2011, 07:58 PM   #1614
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It's nice to hear Beijing's second major commercial airport will start construction soon. I think PLAAF is slowly losing its saying at Nanyuan since every increasingly most government fleet have been stationed at Xijiao Airport now. Besides regular commercial services, all PLAAF has at Nanyuan are those old Tu154s used as recon and ELINT platforms, but curiously also the two 733 based airborne command center aircraft.
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Old June 11th, 2011, 11:16 PM   #1615
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After the success of the new Terminal 3 (bringing Beijing Capital to number two under Atlanta's airport and beating Chicago's O'Hare Airport), Beijing is planning to build a brand-new second airport. If Shanghai has two airports, so can Beijing. The question is, where in Beijing should this second airport be built?
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Old June 15th, 2011, 11:23 PM   #1616
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Originally Posted by Jim856796 View Post
After the success of the new Terminal 3 (bringing Beijing Capital to number two under Atlanta's airport and beating Chicago's O'Hare Airport), Beijing is planning to build a brand-new second airport. If Shanghai has two airports, so can Beijing. The question is, where in Beijing should this second airport be built?
The location has already been determined, it's in Daxing District boarding Langfang City. Somewhere southeast of Nanyuan Airport and fairly close to Tongzhou Airbase.
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Old June 16th, 2011, 03:07 PM   #1617
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Milan-Beijing, here is the first direct flight

Malpensa opened today in the leg operated by Air China, three weekly flights on the Airbus 330. President Sea Bonomi: "The waiting years, shows that the airport is active and vital"

From China today is closer ... even at Malpensa at 21 this evening from the airport in Milan started the first direct flight to Beijing, which will reach the Chinese capital in 10 hours. The route, operated by Air China Airbus 330 with 240 seats (34 of them in business class), was inaugurated in the presence of the Consul General of Italy in China, Hui Liang, as well as to the of the Regional Transport, Raffaele Cattaneo, Alexander and the regional provincial councilor beans fresh appointment of the City of Milan, Franco D'Alfonso. The new mayor of the capital, Giuliano Pisapia, did not want to miss his greeting with a short message: "I am particularly pleased that Air China has recognized the value of Malpensa airport as a strategic infrastructure to strengthen relations between Italy and China: a positive signal for the whole territory and the airport system. " Is also satisfied with Giuseppe Bonomi, president of Sea: "With this new link - he said - so reinforced concrete the bond between our market and one of the leading economies. Air China had been working in our airport with 5 weekly flights to Shanghai and the fact that he has decided to extend the trial offer the smooth running of the business. We waited for years been the direct flight to Beijing, which confirms the substantial leadership in Europe to Malpensa links with Eastern Europe: we have 62 flights total for the Middle East and 45 for the Far East, 10% more than in previous year . They also increase the destinations served, from 166 of the first de-hubbing at 180, and the partner companies, from 77 to 110 in 4 years means that our policy is paying off. Even the increase in passengers, already noticeable in 2010, continued in the early months of 2011, demonstrating the attractiveness and vitality of Malpensa ".

Words taken literally, even by Raffaele Cattaneo: "The facts speak for more than a lot of talk, and say that the most important companies invest in Malpensa. The growth will continue and the regional government will invest again to make the airport more accessible. Regarding the connection with Beijing resume an old suggestion of Cesare Romiti, the Italian entrepreneurs: just take the plane, go to China and look around. Now you can do in just over 10 hours instead of 30 ". On the sidelines, Cattaneo not miss the opportunity to poison a joke on the minister's decision to deny permission to Matteoli Malpensa flight of Singapore Airlines-New York: "It is a wrong choice, and it would be time to stop these errors which are among the causes of the bad election results in recent weeks. "

Approval for the new link in the words of the Director General of Air China in Europe, Jiang Li ("The flight to Milan is a bridge of friendship between the two peoples"), and those of the Console: "The collaboration between Italy and China has a long history, from the standpoint of political, economic and cultural. I hope you become increasingly close relations with this flight and continue to increase mutual understanding. " The same Liang Hui has traveled with her husband on the inaugural flight direct to the Chinese capital. And Franco D'Alfonso stresses the important role of the city of Milan in this process: "The heart of our city are the politics of international relations. The proximity of China now has nothing more disquieting, is indeed synonymous with great cooperation and mutual trust. "

Plane about half an hour in advance of arriving ... The 330 was in Star Alliance livery Special ...

The plane was completely full, configuration of 36/215 total seats because of crew rest seats are available 24/209 ... Today passengers booked on the first flight from Milan were then 11/215, 6 upgrade!
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Last edited by gino lo spazzino; June 16th, 2011 at 08:44 PM.
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Old June 19th, 2011, 04:30 AM   #1618
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Originally Posted by hkskyline View Post
I always thought it would be cool if Air Macau flow between HKG-MFM. I remember taking off from MFM and we actually flew over HKG on the way to Singapore on Tiger Airways then flew south.

9-22-2010:
[IMG]http://i54.************/bi3p6w.jpg[/IMG]

Edit: When I posted last night I thought this was the HKG airport thread for some reason......


Last edited by FM 2258; June 19th, 2011 at 07:05 PM. Reason: wrong thread...
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Old June 19th, 2011, 06:16 AM   #1619
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I always thought it would be cool if Air Macau flow between HKG-MFM. I remember taking off from MFM and we actually flew over HKG on the way to Singapore on Tiger Airways then flew south.
???

What's the point? It will take longer to check in, go through security and immigration, and walk to the gate at HKIA than to take the ferry between HKIA and Macau.
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Old June 19th, 2011, 08:08 AM   #1620
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???

What's the point? It will take longer to check in, go through security and immigration, and walk to the gate at HKIA than to take the ferry between HKIA and Macau.

When I visited China last year I think I just wanted a good reason to fly Air Macau. TurboJet took care of that.
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