Qualche dato italiano:
Numero di movimenti annui totali tra FCO e CIA nel 2009: 380.000
Numero di movimenti annui totali tra MXP-LIN- BGY,VBS e VRN nel 2009: 421.000
Dimesioni approssimative degli spazi aerei sulla pianura Padana da TRN a VRN= rettangolo di 150nm x 60nm
Dimensioni approssimative degli spazi aerei nella zona di Roma (circa da Viterbo a Terracina)= rettangolo di 90nm x 50nm
Qualche dato Californiano:
Numero di movimenti annui totali di LAX=635.000
Numero di movimenti annui totali di VNY (circa 16nm a nord di LAX)= 405.000
Numero di movimenti annui totali di LGB (circa 16nm a sud di LAX)= 398.000
Numero di movimenti annui totali di TOA (circa 7nm a sud di LAX)= 173.000
Numero di movimenti annui totali di SNA ( circa 30nm a sud di LAX)= 267.000
Numero movimenti annui totali di CNO (circa 35nm a est di LAX)= 170.000
Dimensioni approssimative zona intorno all'aeroporto di LAX (circa da Van Nuys ad Huntington Beach a Chino)= rettangolo di 60nm x 40nm
Dai numeri qui sopra ho omesso tutti gli aeroporti militari ed altri civili "minori" dell'area di LAX.
Nonostante questi numeri spaventosi la seguente procedura e' una prassi da ormai + di 20 anni:
LAX Special Flight Rules
Los Angeles has a VFR corridor similar to New York’s, though it’s slightly better defined and more formal, but it’s equally convenient for facilitating the flow of traffic from north to south. Again, it doesn’t demand ATC services, and that’s good rather than bad. Just as in New York, ATC in Los Angeles is often far too busy to contend with VFR aircraft.
LAX is at the far western edge of the megalopolis, flush against the Pacific. Most flights approach from points east, and that means Los Angeles airspace is split in the middle. The standard-profile descent brings traffic into Los Angeles on a long straight-in from Big Bear Lake, right down the center of the Los Angeles Basin, leaving six airports on the south side and five airports to the north. Without some form of transition route, it would be impractical to fly from, say, Santa Monica or Van Nuys on the north side, to Torrance or Long Beach on the south side.
For that very reason, the FAA established the LAX Special Flight Rules Area (SFRA) directly above LAX, a VFR corridor with two designated altitudes, 4,500 feet northwest bound and 3,500 feet southeast bound. Defining a corridor across the center of LAX is infinitely logical, as all airline traffic is either landing or departing below. For that reason, there’s no cross traffic above the center of the runway. (Before you ask, airline go-arounds are instructed not to climb above 2,500 feet.)
Standard procedure is to announce position and direction on 128.55 MHz, flying at 3,500 feet southeast bound and 4,500 feet northwest bound. The route is further defined by the Santa Monica VOR 312/132-degree radial. Aircraft are instructed to operate with all lights on and to squawk 1201 while in the corridor. To keep traffic reasonably in trail, speed in the corridor is limited to 140 knots.
It’s significant that the Los Angeles corridor has never had a midair collision, partially a function of the vertical separation of opposing traffic by the usual 1,000 feet. Another factor is pilots who are more diligent in assuring their own reasonable separation when they know there’s no controller looking out for them.
Si pensi che a LAX ,come in tutti gli altri aeroporti citati, ci si opera tranquillamente col proprio aereoplanino di aviazione generale (l'unica cosa non permessa sono i practice ILS ed i touch&go's) e che a circa 55nm a est le minime settoriali sono di circa 11.000ft.
Se paragoniamo il tutto alla situazione italiana qualche dubbio circa l'arretratezza di tutto il sistema nostrano non puo' che sorgere.....