Foreign companies are heavily involved in China's efforts to reduce airspace congestion

Kuang-Shih Yeh is minister of transportation and communications.

It is no exaggeration when I say the eyes of the aviation world will be fixed on this month's Assembly of the International Civil Aviation Organization in Montreal. This meeting will set the stage for world aviation for years ahead and generate the economic conditions that are needed for this vital global industry to grow. It will tackle many challenges that should not be underestimated: in safety, security, air navigation, global competition, market access and of course, the environment.

On Oct. 29, 2001, Embraer rolled out the 170, the first in a new family of passenger aircraft that were later dubbed “E-Jets.” It was an inauspicious time to be investing. The 9/11 terrorist attacks the month before had sent the aviation industry reeling, and the cover of Aviation Week & Space Technology proclaimed “Airlines, Airports & MRO Under Siege.” But as much of the industry retrenched, officials at the Brazilian aircraft builder pressed ahead with an aggressive development schedule.

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Think “ram-air turbine,” and the pop-out propeller providing emergency power on an airliner comes to mind, or the air-driven prop powering the ALQ-99 jamming pod on a Boeing EA-18G Growler. But what if huge amounts of power are needed, for electronic attack, long-range sensors or directed-energy weapons—and not just in emergencies, but across the flight envelope?

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