The present situation of GA in Japan and the problems we have. - PowerPoint PPT Presentation

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The present situation of GA in Japan and the problems we have.

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  1. The present situation of GA in Japan and the problems we have. In Japan, about 100 of our public airports have been well equipped to handle small aircraft.  However, the number of people showing interest in flying a small aircraft is very few. AOPA-JAPAN Issei Imahashi Matsumoto Airport at an altitude of 2200ft

  2. Fees (Cessna C172 and equivalent case) • 1.Landing fee$10 (Aircraft less than 10,000LB) • 2.Overnight parking$8.50 (with live security • camera) • 3.Flight aids equipment usage fee • $0.15 to $2.00 (Depends on Flight Distance) • 4. Monthly Parking Fee$220 (outside hanger)  • (All of above are cases in Public Airports. • Privately owned airports are more expensive) • 5.Aircraft owner’s tax $0.00/year • (Car owner’s tax $200 to 500.00/year)

  3. Other fees • 1. AVGAS$10.00 / gallon • 2. Air worthiness inspection$ 6,500.00 / year (Typical C-172 models) • 3. 50 hours check$ 850.00 (Typical C-172 models) • 4. Avionics equipment check conducted by the Electric Wave Administrative Bureau$ 2,000.00 / year • 5. Insurance$ 6,000 / year (Average premium for aircraft body damage coverage is 4 to 5 % of the price of the aircraft) • The reason that the fees are so high is due to the extremely small number of the GA aircraft users. • The number of GA aircraft users has decreased because of the high fees and accordingly the fees have been further increased because there are so few GA aircraft users • thus creating ‘a negative spiral’.

  4. Why are small plane users few in number?  What are the other reasons beside the high cost? • Many people are allergic toflying in small planes.  • Also, flying a small plane is thought to be dangerous, very expensive, and an unnecessary luxury.  Furthermore, it isthought to be the hobby for bad rich people.  2.Older model small aircraft are not considered attractive. The newer model small aircraft are costly and the process of JCAB certification is long and troublesome. This small aircraft got JCAB certification recently. The active volcano Fugen-dake

  5. Continued 3. There is little necessity to use a small aircraft as a means of transportation. For these reasons, in Japan, the Ultra Light Plane is becoming popular.  However, the permitted flight area for the ULP is very narrow and restricted.  (In this picture, the pilot seems to be violating the law.) The public transportation system in Japan is excellent . For example , a Bullet Train between Tokyo and Osaka travels at a speed of more than 150 knots. Typically they will have 16 cars and runs about every 10 minutes intervals . The active volcano Miyake Island

  6. Introducing the DA42 into Japan: Mr. Steeger’s Story Mr. Steeger , a native German, succeeded in introducing the small plane DA42 into Japan. He is flying the same aircraft in Japan with JA number. • With regard to obtaining the certification of the DA42, I would like to comment as follows; • Recently JCAB implemented a policy to issue a ‘type certificate’ for each aircraft that is to be newly registered in Japan.. In general they do not rely on another countries ICAO certification , i.e. Basically they repeated the certification process for the DA42 that was done in Europe by EASA. • This applied to the aircraft as well as the engine. I was fortunate that Diamond & Thielert put a lot of time, money and effort into the whole process (for the engine), however the process still took forever.. It took over 2 years from the first time I asked for registration of the aircraft and more than 1 year after we actually bought it. • It was a long and tedious process with much paperwork involved. I was told that it was the first time for JCAB that a private person did an initial aircraft certification in Japan. • Normally when a certified company completes this procedure, one may expect costs of USD $50,000 or more.

  7. Continued The most expensive and difficult part is the transition of the POH (Pilot Operating Handbook) as JCAB requires that this should be translated in Japanese. The DA42 POH is very detailed and to have it. Professionally translated took a huge effort on my part. In future, people who import such aircraft to Japan, will have to purchase such a POH and this will pit another financial burden on them. Japan, while being an economical powerhouse is a rather small country and actually cannot afford to have JCAB doing the same scope of activities as the FAA or the EASA. In fact, it would be recommendable for Japan to regulate aviation like other ‘smaller nations’ such as Australia, etc. JCAB should rely on the certification done by other countries and only supervise the aviation industry. I would appreciate it if the IAOPA would help our activities to change the stance of the JCAB and thus reduce the burden put on GA.

  8. The infrastructure of Public Airports and Aviation in Japan 1. Japan has about 100 public airports nationwide. 2. Public Airport runways are more than 2000 m long and are all well-equipped with navigational aid facilities such as VOR/DME , ILS, LLZ, etc. 3. There are branch offices of the Metrological agency at all public airports and it is possible to get up to date weather information. 4. VOR can be received all over the country so you will always be able to know your position. 5. ATC can be contacted from anywhere in Japan and radar monitor and weather information is accessible from the air. Even though the Infrastructure of Public Airports in Japan are favorable, but most of the users are airline companies . GA users are few. Except for busier airports, the person in charge of the district is finding it difficult to manage current situation. Recently many of the airline companies are stopping operations at local airports and there are only occasional small aircraft landing. Nagasaki airport is built on an artificial island.

  9. Closed airport case (RJCR) • Rebun airport opened in 1978.(RJCR) • The Airline company stopped operations in 2003. • Since then the airport was only used for GA and the number of visiting aircraft was very low. • In 2008 there were only 24 aircraft landings. • And in April 2009 , this beautiful airport closed operations finally.

  10. Conclusion • We ask the following: • 1. ICAO to recommend JCAB to trust the airworthiness inspection of the • producing country for the authorization of New Models. • 2. AOPA-JAPAN cooperate with the localairport to they promote • the pleasures of aviation as a hobby through campaigns, • exhibitions, and classes, etc. • 3. At the airport festival hosted at the local airport we want to actively • participate by hosting aerial classroom activities. • 4. The many airports in the country each have their own rules and • regulations which vary greatly from airport to airport.  • We recommend they become more flexible. • 5.As for parking space for airplanes at the airports, some Japan’s airports • have parking space for only 2 small airplanes, in spite of the large land • space available. The Kozu airport located on the top of cliff.