Let's see here...

14 hours per day
x 7 days per week
=================
98 hours per week.

That's pretty damned close...



wrote in :



Judah wrote:

Put it in perspective.

At MOST, the 100-hour per year pilot uses 100 hours of ATC time per
year.

The Airline pilot, who flies back and forth across the country twice a
day, uses 100 hours of ATC time in about a week.

Not possible. That would grossly violate the flight-time limitations
in Part 121. In any case, the airline pilot is a surrogate for the
airline company and the hundreds of paying customer using those ATC
services.



If I remember correctly (as quoted by the AOPA) there are about
250,000 100-hour per year GA planes.

There are equally as many 100-hour per week Airlines.

The airline fleet is probably somewhere around 4,000 aircraft with an
average daily ultilization of 12-14 hours per day.



The only real way to fairly and equitably split the cost of the system
is to charge for the time used. It is probably not really practical to
do that for a variety of reasons. But gas consumption probably
delivers a good measure of time a plane spends in the air, and as such
using the system, it is probably a fairly good place to put the tax to
cover that cost.

You seem to be complaining that an approach controller at BDL whose
salary is mostly being paid by the 350 Airline flights per day he
sequences in should not also provide sequencing a few times a year to
Skylark nearby if they would publish a GPS approach and paint some
lines on the runway.

Hmmmmm...

And perhaps the police who are patrolling my neighborhood shouldn't
help you if you get mugged and are from out of town?

wrote in :



"Matthew S. Whiting" wrote:

The average G/A guy who flys a Cessna 182 100 hours a year
doesn't begin to pay for the system.


But he doesn't need much of the system either. He needs a few
grass runways, and a good map and compass! :-)

Matt

Well, although that may be true for you, there are lots of Cessna
182's that make a lot of instrument approaches at airports with
control towers. Or, even instrument approaches at airports without
control towers; all supported by center equipment, controllers, FAA
approach designers, expensive flight inspections, etc., etc.