Govt Plates

karl gruber wrote:

Ron,

You know well that they've been moving the centers for DECADES. Nice to see
your name on Avsig.

Karl
"Curator" N185KG

The centers were moved in the early 1960s to get them away from possible
nuclear attacks on major cities.

Jim Macklin wrote:
The FAA and ATC exist to serve the military.



That's funny. The military couldn't care less about the FAA.

So? The FAA has specific duties to provide services to the
military in time of war. If it was only ATC for the civil
market, the government would leave the area to the airlines,
as it was prior to WWII and GA didn't fly IFR under control,
just using the big sky principle.



"Newps" wrote in message
...
|
|
| Jim Macklin wrote:
| The FAA and ATC exist to serve the military.
|
|
|
| That's funny. The military couldn't care less about the
FAA.

Jim Macklin wrote:
So? The FAA has specific duties to provide services to the
military in time of war.

The FAA's duties don't change in times of war. They would have told me.


If it was only ATC for the civil
market, the government would leave the area to the airlines,

The feds did that to start with and the airlines had a midair. And here
we are.

Newps wrote:



Jim Macklin wrote:

The FAA and ATC exist to serve the military.




That's funny. The military couldn't care less about the FAA.

Since you enjoy funny stories about the FAA ;-) here is one for you:

A few years ago when El Toro Marine Air Station closed, John Wayne
(Orange, County, CA KSNA) lost the eastern half of its Class C airspace.
The airspace was bifurcated like that because of a giant screw up
years ago. Some regional FAA grunt thought El Toro would be there
forever, so they did it that way. The entire area was needed for John
Wayne Airport; not so for El Toro.

So, in the rucus that ensued to get the Class C back the way it was
meant to be there were more than a couple of conference calls. The
airspace lady in the Western Pacific Region made the following
outrageous statement on a phone call with union reps, airline managers,
ATC managers, and ATA folks, "The FAA is subserviant to the military.
The FAA does not own any airspace. All airspace in the United States is
owned by the military."

Sam Spade wrote:
"The FAA is subserviant to the military.
The FAA does not own any airspace. All airspace in the United States is
owned by the military."


That's not true either. That flies in the face of civilian control of
the military. The military doesn't demand anything in a national
emergency. They do what they're told, as it should be.

Newps wrote:


Sam Spade wrote:
"The FAA is subserviant to the military.

The FAA does not own any airspace. All airspace in the United States
is owned by the military."



That's not true either. That flies in the face of civilian control of
the military. The military doesn't demand anything in a national
emergency. They do what they're told, as it should be.

I was passing it on to you because it is absurb; as in you will find
this humorous.

Gee wiz, I guess you didn't find it funndy.

Jim Macklin wrote:
The FAA and ATC exist to serve the military. The airlines
are a justification on the budget. GA is forced to use ATC
because in the past 50-60 years the FAA expanded the scope
of controlled airspace to be everywhere. 25 years ago there
were large areas that were uncontrolled below 14.500 feet.


Your not the only one to make the argument that the FAA exists to serve
the military. The last time that was factually correct was during World
War II.

It is all about the airlines.

As to controlled airspace, what adverse impact does lowering Class E
airspace below 14,500 (known at one time as the Continental Control
Area) have on GA? What imposition does Class E impose upon the VFR
pilot, other than to have the transponder turned on?

As to IFR operations, light aircraft would be precluded from using the
system without Class E airspace below 14,500.

I started flying IFR in 1956. We didn't even have to have a radio to go
into most towered airports then. But, the folks I flew for in the early
days didn't think that was very smart so we had radios.

Airways were far more limited then and direct routing off airways was
usually impossible because of the lack of controlled airspace beyond the
limits of the airways. We have a lot more flexible system today for IFR
operations because of large areas of Class E airspace.

Class B and C airspace comprises a very small percentage of the total
airspace in the country. Those classes were not established to enhance
IFR operations; rather, they were enacted to mitigate collision risk.
Most of the world had some type of restrictive terminal control areas
before the FAA went there.

You can fly under IFR rules in uncontrolled airspace Class
G.


"Sam Spade" wrote in message
...
| Jim Macklin wrote:
| The FAA and ATC exist to serve the military. The
airlines
| are a justification on the budget. GA is forced to use
ATC
| because in the past 50-60 years the FAA expanded the
scope
| of controlled airspace to be everywhere. 25 years ago
there
| were large areas that were uncontrolled below 14.500
feet.
|
|
| Your not the only one to make the argument that the FAA
exists to serve
| the military. The last time that was factually correct
was during World
| War II.
|
| It is all about the airlines.
|
| As to controlled airspace, what adverse impact does
lowering Class E
| airspace below 14,500 (known at one time as the
Continental Control
| Area) have on GA? What imposition does Class E impose
upon the VFR
| pilot, other than to have the transponder turned on?
|
| As to IFR operations, light aircraft would be precluded
from using the
| system without Class E airspace below 14,500.
|
| I started flying IFR in 1956. We didn't even have to have
a radio to go
| into most towered airports then. But, the folks I flew
for in the early
| days didn't think that was very smart so we had radios.
|
| Airways were far more limited then and direct routing off
airways was
| usually impossible because of the lack of controlled
airspace beyond the
| limits of the airways. We have a lot more flexible system
today for IFR
| operations because of large areas of Class E airspace.
|
| Class B and C airspace comprises a very small percentage
of the total
| airspace in the country. Those classes were not
established to enhance
| IFR operations; rather, they were enacted to mitigate
collision risk.
| Most of the world had some type of restrictive terminal
control areas
| before the FAA went there.

Jim Macklin wrote:
You can fly under IFR rules in uncontrolled airspace Class
G.


Sure, but nobody does because it is too impractical.