Max1 - The RAAF may try to argue about overseas deployments. Well this can be easily worked out by using a system similar to the RNZAF in the 1970’s. An exercise took place at RAAF Williamtown between the RAAF and RNZAF aircraft. In this exercise, the RNZAF sent two Flight Lieutenants ATCO’s across for the exercise. One morning, following night flying they said that they wanted the SATCO to sign their overtime sheet. Working at Williamtown at the time all of us Aussie military blokes were taken by surprise when the “RNZAF” ATCO’s told us that all ATCO’s in New Zealand were civil ATC and those that worked for the military were given ‘Honorary Rank’.
They had told us that they could move between civil and military jobs, but most of those with the military remained so, as did the others in the civil environment. But, the rules allowed them to change, if they wished. Although the rules and regulations were the same, there were specific requirements for military and civil as we had, but with only one ATC agency. If deployed to a peace-keeping or war zone they relinquished the honorary rank for substantive rank and actually transferred from Civil ATC to the RNZAF for the duration. So, maybe they could look at that concept. I don’t know if this system still exists. Maybe some NZer could enlighten us.
Also another advantage could be as we had on the Military Sector at Adelaide Airport in 1980’s, although unofficial at the time. Well for the period I was there anyrate which was 12 months. Basically, we were responsible for all RAAF Edinburgh Airspace.
The problem arose with a continuous stream of civil traffic including corporate jet and turbo-prop (F27) aircraft that went everyday to Moomba in the morning and back in afternoon. When military P3 (Orion) or other RAAF aircraft wanted the airspace for their use it would come to a head. These RAAF aircraft also wanted to use Adelaide Airport for ILS training (RAAF did not have ILS then).
Normally, civil aircraft planned via SFL which was a cross country tour. As we felt, it was ultimately costing the companies extra money, we would compromise with Adelaide Clearance Delivery and Adelaide Approach/Departures which we sat next to and operated from in the same ‘black hole’ (in the old terminal) giving the direct track up in the morning and back in the evening through the middle of RAAF Restricted Areas.
Adelaide Approach, would oblige by facilitating the RAAF aircraft for ILS training or to operate in a block of CTA while the civil aircraft were using the RAAF Airspace. The RAAF ILS training was allowed with only verbal flight notification via the Military Sector. Both the RAAF and civil pilots were more than happy and it saved thousands of dollars for companies flying to Moomba. All of this was done at the working level and nothing was discussed with senior RAAF officers or civil management because we knew they wouldn’t agree. That is, but one example of how conflicting situations can be resolved in the same environment.