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Air Carriers and Biz-jets Target GA Recreational Fliers
Air Carriers and Biz-jets Target GA Recreational Fliers The airline industry is terrified. They've got more aircraft than they know what to do with, and even more on order. Passengers are unhappy with the airline travel experience, and their numbers threaten to dwindle as a result. High revenue travelers are increasingly turning to part 135 biz-jet transport to escape the moronic security measures imposed on airline travelers. Competition among air carriers is fierce as market consolidation threatens to swallow them whole. Air Traffic Control contractors are lobbying franticly to wrest FAA fiscal oversight from Congress, so thy can sell their marginally engineered products to our government. And anyone naive enough to believes light GA won't be affected by the clash of these titanic combatants is not paying attention. Here's the latest news: AIRLINES CONTINUE ANTI-GA LOBBYING (http://www.avweb.com/eletter/archive...ll.html#197924) When the Air Transport Association, the lobbying group for the airlines, sent out an e-mail (http://web.nbaa.org/public/news/ata.php) this week griping about all the private jets that cluttered up the airways during Kentucky Derby weekend, Here's an excerpt from the Air Transport Association e-mail: How much are you paying to subsidize these luxury liners? Airlines and their passengers paid more than 90 percent of the costs of running the air traffic control system but accounted for only 66 percent of system operations. Business jets, however, underpaid for the air traffic control services they used by nearly $1 billion. Does that sound fair to you? What if you were told that during Derby weekend, the overwhelming majority of the jets in the skies over Kentucky were private jets? This means that while these private jets clogged the airways, they paid barely anything to use or modernize our nation’s air traffic control system. This unfair practice is not just limited to the Kentucky Derby –private luxury planes account for nearly two-thirds of all jet aircraft in the United States. And it is not as though these jet-setters cannot afford to pay their fair share. Private jet operators do not seem to be affected by the tight economy like the rest of us – orders for new private jets are up 41 percent from early 2007 to early 2008. Over the next ten years, more than 10,000 additional private jets are expected to enter service. Needless to say, this will overwhelm the current system and cost airline passengers billions of dollars a year in delays. Notice how the airline industry conveniently overlooks their predatory scheduling practices as the prime cause of air carrier flight delays. The airline strategy of over-scheduling flights is two fold: It freezes out competitors, and it creates a false impression that the National Airspace System is inadequate, overburdened, and needs to be replaced with the products of airliner manufacturers, so that the airline industry will be placed in control of our nation's skies. Bush has already nominated a former airline employee, Bobby Sturgell, to become FAA Administrator, so part of their plan is already slated to become fact. Don't take your eye off of the shell with the pea under it. the National Business Aviation Association was quick to respond (http://web.nbaa.org/public/news/pr/2...80521-032.php). Here's an excerpt: “The ATA’s suggestion that GA air traffic at a well-planned weekend event in a single location was somehow problematic is simply laughable,” Bolen said. “The fact is, delays are caused by the airlines over-scheduling flights 365 days a year at big city airports all across the country. An official with the Department of Transportation recently provided a clear example of the airlines’ over-scheduling practices to Congress by pointing to one airline that scheduled ‘56 departures in a 15-minute window at the Minneapolis-St. Paul Airport, about three times the number of planes that the airport has the capacity to handle.’ ... What isn't be mentioned here is the fact that Bush got Congress to removed flight scheduling authority (slots) from FAA regulation at all US airports (except the one used by Washington), thus enabling the airline over-scheduling debacle. “It’s unfortunate that the nation’s big airlines have chosen to focus efforts on attacking general aviation, rather than working toward solutions for modernizing our air transportation system, so that it remains the world’s largest, safest and most efficient.” The Air Transport Association also took a shot at the rest of us, who aren't flying in private jets but in our own piston airplanes. "The recreational piston-engine (or 'general aviation') community has been ginned up by the jet-setters to oppose the small fees proposed, even though these fees would not be imposed on piston aircraft under any proposal Congress is considering," ATA President James May wrote. What isn't mentioned by the airline lobbying association is the fact that their divide-and-conquer strategy calls "recreational piston-engine" stakeholders as allies in the airlines' bid to introduce user fees as a funding source for NextGen ATC. They figure, that if "recreational piston-engine" stakeholders see themselves as being exempt from the initial imposition of user fees, our large numbers will not pose an obstacle to the airline agenda. Then once user fees are implemented, you can bet that the "recreational piston-engine" segment will become the future target of the airlines' campaign to reduce user fee prices. What is ironic is the fact that the vast majority of ATC services are only in existence because of the needs of the airline industry. This is the way I see it. Opposing views are welcome. |
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Air Carriers and Biz-jets Target GA Recreational Fliers
No argument here. ATC was created primarily to increase the safety of airline travel, after some spectacular mid-airs in the early years. If all airspace is suddenly reclassified as "G", I can't think of any GA pilot who would complain. |
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Air Carriers and Biz-jets Target GA Recreational Fliers
"Andrew Sarangan" wrote in message ... No argument here. ATC was created primarily to increase the safety of airline travel, after some spectacular mid-airs in the early years. Such as? I can think of only one rather non-spectacular mid-air collision of airliners prior to the creation of ATC. |
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Air Carriers and Biz-jets Target GA Recreational Fliers
On May 22, 6:00 pm, "Steven P. McNicoll"
wrote: "Andrew Sarangan" wrote in message ... No argument here. ATC was created primarily to increase the safety of airline travel, after some spectacular mid-airs in the early years. Such as? I can think of only one rather non-spectacular mid-air collision of airliners prior to the creation of ATC. Perhaps I should have said "ATC was expanded primarily to increase the safety of airline travel". Notable accidents that created public outcry to empower ATC we DC7 and Constellation in 1956 over Grand Canyon DC8 and Constellation in 1960 over New York I don't think it is a coincidence that every class B or C airspace is located at airports that primarily serve airline traffic. Class D tower is the highest I've seen at GA airports, and even there it appears to be mostly due to historic reasons (ie it used to be a military field or used to have airline traffic some time in the past). Some airports operate their class D tower only when scheduled airlines are expected to arrive and depart. |
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Air Carriers and Biz-jets Target GA Recreational Fliers
"Andrew Sarangan" wrote in message
No argument here. ATC was created primarily to increase the safety of airline travel, after some spectacular mid-airs in the early years. Such as? I can think of only one rather non-spectacular mid-air collision of airliners prior to the creation of ATC. Perhaps I should have said "ATC was expanded primarily to increase the safety of airline travel". Notable accidents that created public outcry to empower ATC we DC7 and Constellation in 1956 over Grand Canyon DC8 and Constellation in 1960 over New York ATC was created primarily to increase the safety of airline travel, but it was created some twenty years before the Grand Canyon midair. I don't think it is a coincidence that every class B or C airspace is located at airports that primarily serve airline traffic. There is Class C airspace at fields that serve exclusively military traffic. |
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Air Carriers and Biz-jets Target GA Recreational Fliers
On May 22, 5:27*pm, Andrew Sarangan wrote:
Class D tower is the highest I've seen at GA airports, and even there it appears to be mostly due to historic reasons (ie it used to be a military field or used to have airline traffic some time in the past). Some airports operate their class D tower only when scheduled airlines are expected to arrive and depart. The need for a tower is based on the number or volume of A/C movements. Also, keep in mind that it takes special authorization for a 121 carrier to operate IFR in uncontroller airspace. |
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Air Carriers and Biz-jets Target GA Recreational Fliers
On May 23, 12:32 pm, "F. Baum" wrote:
On May 22, 5:27 pm, Andrew Sarangan wrote: Class D tower is the highest I've seen at GA airports, and even there it appears to be mostly due to historic reasons (ie it used to be a military field or used to have airline traffic some time in the past). Some airports operate their class D tower only when scheduled airlines are expected to arrive and depart. The need for a tower is based on the number or volume of A/C movements. Also, keep in mind that it takes special authorization for a 121 carrier to operate IFR in uncontroller airspace. I would be interested to know how many ATC towers have been built for reasons other than serving 121 carriers or military. Oshkosh is one example, but are there more? |
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Air Carriers and Biz-jets Target GA Recreational Fliers
On Thu, 22 May 2008 13:32:47 -0700 (PDT), Andrew Sarangan
wrote in : If all airspace is suddenly reclassified as "G", I can't think of any GA pilot who would complain. I read somewhere that ICAO is considering dropping Class A and B airspace. I know that sounds like it's reversed, but that's the way I remember it. |
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Air Carriers and Biz-jets Target GA Recreational Fliers
On Fri, 23 May 2008 01:27:18 GMT, Larry Dighera
wrote: On Thu, 22 May 2008 13:32:47 -0700 (PDT), Andrew Sarangan wrote in : If all airspace is suddenly reclassified as "G", I can't think of any GA pilot who would complain. I read somewhere that ICAO is considering dropping Class A and B airspace. I know that sounds like it's reversed, but that's the way I remember it. you really only need C, D and G. c - full time atc above 10,000ft with mandatory radio d - part time atc with mandatory radio even when the d is shut down(ctaf) g - free airspace to 10,000ft Stealth Pilot |
#10
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Air Carriers and Biz-jets Target GA Recreational Fliers
Stealth Pilot wrote:
you really only need C, D and G. c - full time atc above 10,000ft with mandatory radio d - part time atc with mandatory radio even when the d is shut down(ctaf) g - free airspace to 10,000ft So no full-time ATC below 10,000 MSL? Why? For reference, here are the ICAO airspace class descriptions: ANNEX 11 TO THE CONVENTION ON INTERNATIONAL CIVIL AVIATION CHAPTER 2. GENERAL 2.6 Classification of airspaces 2.6.1 ATS airspaces shall be classified and designated in accordance with the following: Class A. IFR flights only are permitted, all flights are provided with air traffic control service and are separated from each other. Class B. IFR and VFR flights are permitted, all flights are provided with air traffic control service and are separated from each other. Class C. IFR and VFR flights are permitted, all flights are provided with air traffic control service and IFR flights are separated from other IFR flights and from VFR flights. VFR flights are separated from IFR flights and receive traffic information in respect of other VFR flights. Class D. IFR and VFR flights are permitted and all flights are provided with air traffic control service, IFR flights are separated from other IFR flights and receive traffic information in respect of VFR flights, VFR flights receive traffic information in respect of all other flights. Class E. IFR and VFR flights are permitted, IFR flights are provided with air traffic control service and are separated from other IFR flights. All flights receive traffic information as far as is practical. Class E shall not be used for control zones. Class F. IFR and VFR flights are permitted, all participating IFR flights receive an air traffic advisory service and all flights receive flight information service if requested. Note.-- Where air traffic advisory service is implemented, this is considered normally as a temporary measure only until such time as it can be replaced by air traffic control. (See also PANS-RAC, Part VII, 1.4.1.2.) Class G. IFR and VFR flights are permitted and receive flight information service if requested. |
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