交通基础设施联通是“一带一路”五通的重要组成部分。考虑到中国与周边国家复杂的地理特征，铁路和公路的建设成本高、周期长，在搭建“一带一路”沿线国家空间联通时，应率先提高中国与“一带一路”国家航空运输的联通水平。通过对2019年中国与“一带一路”沿线国家航空运输联通水平的现状梳理，结合其内涵特点构建了航空运输联通水平的评价指标体系。从中国民航局、飞常准和《从统计看民航》收集所需数据，采用因子分析法计算中国与“一带一路”各国的航空运输联通度综合得分，并采用K-均值聚类算法，将“一带一路”国家航空联通水平综合指数按自然断裂法分为高联通、较高联通、基本联通、较低联通和几乎无联通5个等级。结果表明：（1） 中国与“一带一路”不同国家间航空运输联通水平差异显著，呈现“金字塔”型非均衡发展特征。（2） 航空政策、航空网络、区域地理特征、区域经济水平是导致“一带一路”沿线国家航空运输联通水平发展不均衡的主要原因。本文为提高中国与“一带一路”国家空间联通水平提供了理论依据，以期通过发展“一带一路”国际航空运输市场，推动丝绸之路经济带沿线国家和地区的区域经济建设，助力“空中丝绸之路”的搭建、畅通与繁荣。

Transport infrastructure connectivity is an important part of the Belt and Road Initiative. Considering the complex geographical characteristics of China and its neighboring countries as well as the high costs and long cycle of railway and road construction, taking initiative to improve the level of air transport connectivity between China and the countries along the Belt and Road Initiative is imperative when setting up the space connectivity. Based on the development background of the Belt and Road construction, this paper defines the concept of air transport connectivity and investigates the spatial connectivity between China and the countries along the Belt and Road. By combing the status quo of the air transport connectivity between China and the countries along the Belt and Road, and combining it with its connotation characteristics, nine indicators were selected to construct an evaluation index system for air transport connectivity. The required data were collected from the Civil Aviation Administration of China, Aviation Standard and Civil Aviation from the Perspective of Statistics, the index data were standardized, the comprehensive score of the air transport connectivity between China and the countries along the Belt and Road was calculated using the factor analysis method, and the K-means clustering algorithm was adopted. According to the natural break method, the comprehensive index of the air transport connectivity level in these countries was divided into five levels: high connectivity, high connectivity, basic connectivity, low connectivity, and almost no connectivity. The study revealed that: (1) China has made preliminary achievements for promoting the air transport connectivity with the countries along the Belt and Road. However, owing to the influence of air transport policies, air network, regional geographical characteristics, regional economic level, and other factors between China and the countries along the Belt and Road, significant differences exist in the air transport connectivity level between China and these countries. This difference is characterized by the unbalanced development of a “pyramid” type. (2) The aviation policy, aviation network, regional geographical characteristics, and regional economic level were mainly responsible for the unbalanced development of the air transport connectivity in these countries. Selecting key node cities based on regional geographical characteristics, building air traffic corridors, accelerating the construction of air transport connectivity, and obtaining maximum political and economic benefits are suggested. By considering the economic environment and existing transportation infrastructure in each country, different construction plans should be proposed based on local conditions, and all parties should work together to achieve comprehensive and coordinated development. In this paper, a theoretical basis for improving the spatial connectivity between China and the countries along the Belt and Road was provided to promote the regional economic construction in the countries and regions along the Silk Road Economic Belt by developing an Belt and Road international air transport market and facilitate the smooth construction and prosperity of the “Air Silk Road.”