Editorial

The first Boeing 787 plane delivered to a Japanese commercial customer, front, taxis after its landing at Tokyo’s international airport at Haneda on Wednesday Sept. 28, 2011, following a flight from Everett, Wash. (AP Photo/Itsuo Inouye)

The arrival of the first Boeing 787 jet at Haneda Airport in Tokyo on Sept. 28 represents an epoch-making event for Japan's aircraft manufacturing industry, as Japanese companies produced more than 30 percent of the aircraft's parts.

Boeing used carbon composite for the B787s' body to trim its weight, and its newly developed engines allow the aircraft to spend about 20 percent less energy than older models. All Nippon Airways (ANA), which is the first carrier to introduce the B787, will initially put the plane into service on its domestic and international routes. Many other airlines intend to introduce the B787 shortly.

Electric machinery and automobile manufacturers, as well as other companies in emerging economies, are catching up with their Japanese counterparts. In order to enhance Japanese manufacturers' technological levels, it is indispensable to develop new fields. In particular, many Japanese manufacturers are expected to make great contributions to the aircraft manufacturing industry.

Japan's civil aviation map is being drastically redrawn with the introduction of the state-of-the-art B787.

The so-called Open Skies pact, in which airlines can freely set their routes and fares, has come into force around the world, while slots at Haneda Airport and Narita International Airport are being increased. To compete with existing low-cost carriers (LCCs), ANA and Japan Airlines have decided to set up subsidiaries. LCCs, which are successful in substantially reducing their fares by pursuing efficiency in their operations, are rapidly increasing their presence in Japan's civil aviation industry.

Up until now, Japanese airlines have not been exposed to tough competition, which is common overseas, because slots at Haneda and Narita airports have been limited. In other words, air travelers in Japan have not sufficiently benefitted from low-cost and convenient services for lack of intense competition.

Recently, it came to light that an ANA jet at one point flew almost belly-up earlier this month because of pilot error. Needless to say, such a blunder should not have occurred, and safety must be guaranteed before carrying out reform of the domestic aviation industry.

In reforming the aviation industry, it is also necessary to review its competitive conditions. In particular, landing fees and aircraft fuel tax rates that are extremely high in light of international standards need to be rectified. To that end, problems involving the airport construction and maintenance fund in the special account budget must be solved.

Less-used, money-losing airports are being maintained thanks to financial assistance from the fund. However, its revenue and outlays are complicated and lack transparency. The government should clarify the details of the fund's revenue and outlays for each airport and integrate and streamline regional airports.

Moreover, the government should promote the privatization of airport operators. It is also an option to sell Haneda and Narita airports to the private sector and use the proceeds to help repay debts.

To press forward with aviation reform, it is essential to fundamentally review the current system, including looking for the possibility of abolishing the airport construction and maintenance fund in the special account budget.