Dick you must be congratulated on your use of language. Excellent sound bite material, you are truly a walking headline.
Now then, in a recent post you made these comments...
As we move to the US system in an incremental way, and pilots and air traffic controllers learn the “culture”, unnecessary safety incidents will reduce. This is already happening.
Commonsense alone is all that is necessary to know that there will be a substantial cost saving for the industry if there is less holding and fewer diversions. That is already happening with Class E airspace above Class D.
How on earth do
you know this is happening? Not feel or believe but
know it is happening? You claim elsewhere that you have little authority so where is this
knowledge coming from? Do you visit BN or ML TAAATS centres daily?
One of your often used lines is that the US system has evolved over 100 years. Well here is some history direct from
www.faa.gov
Oct 10, 1929: The Aeronautics Branch inaugurated position-reporting service for planes flying the Federal airways.
Nov 12-14, 1935: Representatives of all segments of the aviation community, except manufacturers, met at the Commerce Building in Washington, D.C., with Bureau of Air Commerce officials to discuss airway traffic control. Although the conferees agreed that the Bureau should establish a uniform system of air traffic control, a lack of funding prevented it from assuming control. Director of Air Commerce Vidal convinced the airline operators to establish airway traffic control immediately and promised that in 90 to 120 days the Bureau of Air Commerce would take over the operations. He also relaxed the general ban on instrument flying by private fliers. Those pilots could now fly by instruments if they filed a flight plan with the Bureau of Air Commerce and with at least one airline flying over the route they planned to use.
Dec 1, 1935: A consortium of airline companies organized and manned the first airway traffic control center at Newark, N.J. It provided information to airline pilots on the whereabouts of planes other than their own in the Newark vicinity during weather conditions requiring instrument flying. Two additional centers, similarly organized and staffed, opened several months later: Chicago in Apr 1936, Cleveland in Jun 1936.
Jan 1, 1938: An Airport Traffic Control Section was created in the Airways Operation Division of the Bureau of Air Commerce. The new section was to standardize airport control tower equipment, operation techniques, and personnel. Forty airport control tower operators had been certificated by Jun 30, 1938.
Feb 1, 1943: CAA inaugurated an expanded flight advisory service at all air route traffic control centers. The centers originated advisories on weather changes and hazardous conditions, and airway communication stations relayed this information to nonscheduled pilots. The service provided these pilots with some of the assistance that airline pilots received from their dispatchers. In Jul 1943, CAA's communication stations also began a flight