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On Tue, 01 Aug 2006 15:25:29 GMT, Ed Rasimus
wrote in :: On Tue, 01 Aug 2006 14:21:30 GMT, Larry Dighera wrote: On Tue, 01 Aug 2006 04:49:37 GMT, 588 wrote in :: Larry Dighera wrote: An equally onerous solution would be to curtail MTR operations in the CONUS. No, that would be a far less satisfactory solution than converting airspace associated with military training routes to Restricted areas. The more I think about such a conversion, the more appropriate I think it would be. If Restricted airspace were created around MTRs, the hazardous area would be fully depicted on charts. Instead of MTRs being shown as a thin gray line, their true lateral dimensions would be represented. Of course the chart might become so cluttered as to be incomprehensible, but that doesn't seem to be a factor of concern for those charged with designing airspace nor their cartographers. OK, your homework for this week is to pick a major USAF tactical base. You seem familiar with MacDill, but you could use Langley, Luke, Nellis, Seymour-Johnson or similar. Now, draw up a minimum of four low level MTRs, each a minimum of 300 miles in length. Be sure that entry and exit points are close enough to base of origin for local operations during a typical 90 minute flight. Have at least two of the routes terminate on a weapons range. Consider the routes restricted airspace. Now, how does your GA traffic go anywhere? You have effectively created boxes that don't allow anyone else to use the airspace. With regard to low-level MTRs, isn't the ceiling 500' AGL to 1,500' AGL? Why not just fly over top of the proposed MTR restricted airspace? If that approach should happen to interfere with navigation, then the pilot would do what he always does to enter R airspace: Contact ATC. I don't see the problem you apparently do. What am I overlooking? Isn't joint-use under VFR more practical? Joint use of MTR airspace causes a hazard to air navigation because of the high speeds involved. Practicality is trumped by air safety in my mind. Is it not in yours? Of course, military high-speed, low-level MTR operations outside the Restricted airspace bounds would be prohibited. So if a MTR run impaled a civil aircraft outside of R airspace, there would be no ambiguity about who was responsible (and don't give me that see-and-avoid weasel clause; it's absurdly unrealistic at the speeds involved). How much time do you have driving an airplane at 300 knots or more? I've got about 4000 hours of tactical jet operation and never seemed to find it too difficult to see-and-avoid other aircraft. Would you characterize yourself as typical of the skill level attained by the majority of military fighter pilots? Let's also note something regarding your favorite 250 knot restriction below 10M'. For a period of time (long ago, galaxy far, far away), I operated an aircraft that flew final approach at typical landing weight at 205 KIAS. That was landing configuration with gear and flaps down. In clean configuration, 350 knots was generally the minimum maneuverable speed. At 250 knots clean, my agile fighter suddenly became a shuddering block of non-aerodynamic technology with little more G available than your Cessna 172. Not practical. Today, aircraft operate comfortably at lower speeds, but still need operational flexibility and therefore the exemption of the 250 knot restriction remains necessary. I don't recall having said the exemption isn't necessary. My objection is to the _hazard_ operating in excess of the speed limit the National Airspace System designers chose while creating the system. If you think the 250 knot limit below 10,000' is unwarranted, perhaps your credentials are superior to those who designed the system. Doubtful. Let's do a little analysis. VFR minimum visibility: 3 statute miles = 15,480' 250 knots: 417' per second Time to impact at 250 knots closing: 37 seconds (3 statute miles) These times do not take into consideration the speed of BOTH aircraft, and more importantly, they do not allow for the time it takes to recognize the threat, decide to maneuver out of the path, and the time it takes for the aircraft to respond and actually finish clearing the path. More likely, the exemption was issued as a necessary expedient at a time when the sky was much bigger (if you know what I mean), and there was less oversight. Today that exemption creates a negative impact on air safety, and the whole issue should be objectively reexamined by qualified engineers. [...] |
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