18 juin 2009
Le MVPA sauce américaine ...
FAA and U.S. Air Force exploring ways that civilian flights can regularly use airspace normally reserved for the military
To help reduce delays, the FAA and U.S. Air Force are exploring ways that civilian flights can regularly use airspace that is normally reserved for the military.
The Adaptive Airspace Concept is designed to relieve delays on commercial and general aviation flights when thunderstorms, a large number of flights or other constraints limit the number of planes that can pass through commercial airspace.
During periods of heavy air travel, such as the days before and after Thanksgiving and Christmas, the Department of Defense has already turned over portions of special use airspace to the FAA to ease air traffic delays. Last Thanksgiving, the FAA created “express lanes” for commercial flights using military airspace on the East and West Coasts, and in the Midwest and the Southwest.
The Adaptive Airspace Concept is examining a more permanent way to use this airspace.
One of the ideas under consideration is expanding the Air Force’s available airspace and subdividing it into boxes. That way, the Air Force could shift its operations into boxes of sky the FAA doesn’t need, and let civilian traffic fly through the boxes that allow for the most efficient movement of airplanes, reducing delays.
Currently the Air Force is the only military participant in the program, though the other branches of the military are watching and may participate if the effort proves successful.
03 septembre 2008
Australie : l'intégration civile militaire au point mort
Un article de "The Australian" annonce que cette intégration est bloquée par les militaires qui en avaient été les promoteurs ! Les mêmes causes produisant souvent les mêmes effets c'est certainement une affaire à suivre.
"An ambitious plan to save taxpayers more than $300million by ending the wasteful separation of the nation's civil and military air traffic management systems has stalled.
Defence has backed away from any rapid implementation of the plan to create a unified national system, declaring it wants to move only at "a measured pace, cognisant of the requirements to maintain Defence capability".
This is despite Defence claims, made in a 2002 document signed by the current Australian Defence Force chief Angus Houston, that "Australia simply cannot justify, sustain or afford to continue operating two almost identical Air Traffic Management systems".
The Defence go-slow has angered civil air traffic control manager Airservices Australia, which wants to push ahead with the unification plan, arguing it would produce savings of more than $300 million.
Airservices spokesman Richard Dudley told The Australian: "Airservices and Defence have both been discussing an improved, national air traffic management system for a decade, but Defence concerns over loss of its own 'capability', difficulties with funding models and no real incentives for change have precluded real progress.
"The existence of two independent air traffic control and airspace management systems driven by different objectives, priorities and cultures hampers the delivery of a better product for Australia. Improving the inter-operability has the potential to produce savings in the order of $300 million plus."
Australia developed separate civil and military air traffic management systems because it was considered necessary to meet the separate specific requirements of civil and military flying.
A 2002 study, obtained by The Australian, found that having separate systems was no longer essential and that the duplication was a waste of taxpayers' money.
In 2005, the Air Force and Airservices set up a program called Genesis to integrate military air traffic control into the civil system.
Defence now says Genesis failed to deliver viable reforms and although it remains committed in theory to a unified national system, major obstacles remain. It is understood to believe that integration proposals have not paid sufficient attention to its need to have tactical and strategic air traffic control in a time of crisis."
26 juillet 2008
Fermeture de bases aériennes
Le Premier ministre, le ministre de la Défense et le secrétaire d'Etat à l'aménagement du territoire ont présenté le plan de fermetures des bases qui s'étalera jusqu'en 2014 :
2009: BA 101 Toulouse-Francazal
2010: BA 132 Colmar-Meyenheim
2011: BA 112 Reims, BA 921 Taverny
après 2011: BA 943 Nice Mont-Agel, BA 128 Metz-Frescaty, BA 103 Cambrai, BA 207 Bretigny
Reste à savoir quelle sera précisément l'influence de ces fermetures sur l''existence et l'activité des zones ... en particulier les R122 et 123 et surtout les TSA 20,22 ou CBA1
Pour les puristes, l'intégralité des fermetures est ici
