Since China’s first high-speed railway passenger transport line, Beijing-Tianjin Intercity High-Speed Railway thoroughly opened in August 2008, Wuhan-Guangzhou (December 2009), Zhengzhou-Xi ‘an (February 2010), Shanghai-Nanning (July 2010), ShanghaiHangzhou (October 2010), Beijing-Shanghai (June 2011) and other high-speed railways were successively put into use, leading to a dramatic increase of the mileage of China’s high-speed railway. By the end of 2014, total operating mileage of high-speed railways in China had accumulated to 16,727 km, which was far more than that of any other country. By the end of 2015, the operating mileage of high-speed railways in mainland China reaches 19,915 km. The railway passenger volume in China also increased from 1085.79 million in 1986 to 2530 million in 2015, with an increase of 133.01%. Functionally speaking, the aviation transport and high-speed railway transport are all relating to transport passengers form one place to another place, to serve the passengers’ needs well. They are substitutable to a certain extent. With the characteristics of comfort, rapidness, convenience and punctuality rate, the high-speed railway has put a powerful influence on the aviation industry (Óscar et al., 2015; Marie and Frédéric, 2015; Daniel and Xavier, 2016; Mu et al., 2015; Chen and Haynes, 2015). Since Beijing-Shanghai High-speed Railway opened in 2010, the airline passenger volume from Beijing to Shanghai has dropped by 9.9%, from 7,473,355 in 2010 to 6,730,218 in 2013. Since Beijing-Guangzhou High-speed Railway opened in 2012, the airline passenger volume from Beijing to Wuhan has dropped by 23.8%, from 1,747,549 in 2013 to 1,330,864 in 2014. The airline passenger volume from Harbin to Shenyang has dropped by 70.9%, from 329,822 in 2010 to 95,856 in 2012. Therefore, the analysis on the shock effect of China’s high-speed railway on aviation transport in China has become such an immediate task for us. As for the study of high-speed railway and aviation transport, at present, the scholars at home and abroad studied the influence of high-speed railway to aviation transport, from the angle of demands of the high-speed railway (Maria, 2014), the influence of the high-speed railway to regional economy (Hyojin and Selima, 2015; Roger, 2015; Shailesh and Sharada, 2014; Guineng and João, 2014; Wang et al., 2012), the service cost of the aviation industry (Frédéric et al., 2014; Yang and Zhang, 2012), the shock to the traveling time brought by the high-speed railway (Kamga, 2015; Mu et al., 2015; Zhao et al., 2015; Daniel and Xavier, 2016), and the competition with high-speed railway from the different air routes (Jiang and Zhang, 2014; Óscar et al., 2015; Marie and Frédéric, 2015; Daniel and Xavier, 2016; Wu et al., 2014; Chen and Haynes, 2015). In which the shock from adjusting the railway network is the most obvious. By using the data from 1995 to 2009, Clewlow et al. (2014) analyzed the influences of the high-speed railway and budget airline to the demand of air travel at three different levels: air routes, traveling within the country and traveling in the selected European area. By taking GDP, population, population density, aviation fuel price, change of the time consumed by the railway, highspeed railway and the routes of budget airline as the variables, he used ordinary regression and panel regression to analyze the influences of the high-speed railway and budget airline to the demand of air travel.