1946
Secrétariat général à l'Aviation civile
SGACC
SGAC
DGAC
Direction générale de l'Aviation civile
France. Direction générale de l'Aviation civile (1946-....)
Secrétaires et directeurs généraux
Secrétaires généraux
Max Hymans : du 18 décembre 1945 au 4 août 1948
Fernand Hederer : du 18 août 1948 au 20 février 1951
René Lemaire : du 21 février 1951 au 30 juin 1956
Paul Moroni : du 1er juillet 1956 au 30 juin 1966
Jacques Boitreaud : du 1er juillet 1966 au 1er septembre 1970
Maurice Grimaud : du 7 avril 1971 au 8 janvier 1976
Directeurs généraux
Claude Abraham : du 30 mars 1976 au 20 mai 1982
Daniel Tenenbaum : du 27 mai 1982 au 24 juillet 1990
Pierre-Henri Gourgeon : du 25 juillet 1990 au 11 juillet 1993
Michel Bernard : du 12 juillet 1993 au 24 octobre 1993
Michel Scheller : du 25 novembre 1993 au 31 décembre 1994
Pierre Graff : du 20 janvier 1995 au 24 juillet 2002
Michel Wachenheim : du 25 juillet 2002 au 6 février 2007
Didier Lallement : du 8 février 2007 au 4 octobre 2007
Patrick Gandil : du 5 octobre 2007 à aujourd'hui
La direction générale de l'aviation civile est une administration de l’Etat rattachée aujourd’hui au ministère de la Transition écologique et solidaire, chargée de réglementer, réguler, superviser et contrôler les transports aériens français dans un cadre européen, en adéquation avec les normes internationales.
Le début de l'aviation civile
Au lendemain de la Seconde Guerre mondiale, l'administration de l'aviation civile fait l'objet d'une structuration indépendante de l'aviation militaire. Max Hymans, précédemment directeur des transports aériens au ministère de l'Air, est nommé secrétaire général à l'aviation civile et commerciale le 18 décembre 1945 alors que l'administration en tant que telle n'existe pas encore officiellement. Le 22 décembre 1945, les attributions précédemment dévolues au ministère de l'Air en matière d’aviation civile sont transférées au ministère des Travaux publics et des Transports. Le ministère devient, en outre, chargé de l'ensemble des services des installations et des travaux de l'air, de la météorologie et de la sécurité de la navigation aérienne. Il participe également à la préparation et à la discussion des accords concernant les transports aériens internationaux. Il prépare les projets de lois et règlements en matière d'aéronautique civile après avis d'un comité interministérierl de l'Air. Il faut attendre le 12 septembre 1946 pour que soit officiellement créé le secrétariat général à l’aviation civile et commerciale. Selon ce décret, l'administration est cosntituée de la façon suivante :
- le secrétariat et le services communs
- la direction des transports aériens
- la direction de la navigation aérienne
- la direction des bases aériennes
- le service de la météorologie nationale
Le rôle du Secrétariat général à l'aviation civile et commerciale
Reconstruire
Au lendemain de la Seconde Guerre mondiale, la tâche principale confiée au nouveau secrétariat est la reconstruction des infrastrcutures endommagées. Dès fin 1946, un tiers des plates-formes est remis en état et un plan décennal adopté, comportant notamment la construction de six aérodromes internationaux. Il faut rétablir les liaisons, comme Paris-Londres ou Paris-Alger, interrompues depuis novembre 1942. En revanche, dans l'Empire français, les services d’aviation se sont considérablement renforcés.
Coordonner
Une vaste tâche de coordination est confiée au SGAC. Il est aidé en cela par un ensemble d'organes techniques :
- le Conseil supérieur de l'infrastructure et de la navigation aérienne (CSINA), créé en 1945,
qui conseille le Service technqiue des bases aériennes (STBA), lui-même créé en 1944 pour la remise en état des infrastructures. Le CSINA
prépare les décisions relatives à la création des aérodromes, aide à la préparation des décrets et se prononce sur les questions de navigation aérienne en région parisienne
- le Conseil supérieur de l'aviation marchande (CSAM), créé en 1951, qui se prononce sur les autorisations de création et d’exploitation
de lignes demandées par les compagnies. Tout le transport aérien transite par lui.
- de nombreux autres comités et commissions servant à coordonner la politique en matière d'aviation civile.
L’organisation administrative
La Direction du transport aérien (DTA), en 1946, a pour objectif de restructurer les lignes aériennes. Il s’agit de négocier les droits des compagnies et les droits d'escale. L'industrie aéronautique étant nationalisée, il faut fournir du matériel aérien national aux exploitants. De plus, les gros hydravions ne permettent pas de reprendre correctement le trafic. Les compagnies demandent du matériel étranger, beaucoup plus performant. Air France fait porter ses efforts sur les liaisons transatlantiques, en raison des échanges économiques avec l'Amérique, en utilisant des Constellation et des DC 4.
La Direction de la navigation aérienne (DNA), créée elle aussi en 1946, assure la sécurité de la navigation aérienne, établit les programmes de télécommunication, contrôle l'exploitation des aérodromes et gère le domaine aéronautique. Elle dispose de services spécialisés, comme le Service des ports aériens, pour l'information aéronautique et la gestion des aérodromes. Elle doit également remettre en état l'infrastructure, recruter et former une importante quantité d'agents. La DNA, surtout, participe aux discussions internationales, aidée par la Commission internationale de navigation aérienne (CINA) créée en 1940. Il s'agit de ne pas perdre l'essentiel des accords obtenus avant-guerre. En 1949, la DNA devient la Direction de la navigation aérienne et des transports aériens. Le personnel affecté dans des Etats devenus indépendants, comme le Maroc, la Tunisie et le Vietnam, revient en métropole. Les différents corps des services des ports aériens et des télécommunications fusionnent pour devenir un seul corps technique à quatre niveaux, conservés de nos jours : ingénieurs de la navigation aérienne, exploitation navigation aérienne, contrôleurs et agents de la navigation aérienne.
Les bases aériennes
La remise en état progressive des aérodromes et des aéroports nécessite l’adoption d’un plan quinquennal (1946-1951) pour la Direction des bases aériennes (DBA). Les deux aéroports français internationaux, Orly et l'hydrobase de Biscarosse, obtiennent un classement officiel. En 1954, un nouveau plan d'équipement aéronautique voit le jour afin de répondre aux besoins urgents des lignes commerciales. A partir de 1955, les aéroports s'agrandissent pour accueillir les avions à réaction. La DBA assure la conception d'équipements et l'exploitation des aérodromes civils et militaires.
Aviation légère et sportive
En ce qui concerne l’aviation légère et sportive, le Service des sports aériens, créé en 1944 et chargé de la formation initiale au pilotage et à la propagande aéronautique, donne la priorité à la récupération des aéro-clubs. Des commandes importantes sont passées à l'industrie. La Fédération nationale aéronautique réclame que les sports aériens soient rattachés directement au ministère des Transports. En 1954, le Service de l'aviation légère et sportive devient le Service de la formation aéronautique et des sports aériens (SFASA), tandis que le centre de Saint-Yan se consacre à la formation des pilotes et des moniteurs. Entre 1949 et 1952, ce centre organise essentiellement des stages militaires et de parachutisme. En 1956, à titre expérimental, le centre reçoit pour mission de former les pilotes de ligne. En 1959, cette mission s'officialise et il forme également les mécaniciens navigants.
1960-1990 : une croissance continue
A partir de 1960, l'organisation administrative ne connaît plus de changements profonds. En 1960 sont créés les services régionaux de l’aviation civile. Au mois d'août de la même année, le Secrétariat perd le qualificatif de « commercial » pour prendre la titulature de Secrétariat général à l'aviation civile. La décennie 1960-1970 voit la coordination des grandes compagnies aériennes internationales françaises et la naissance d'Air Inter et du réseau intérieur. En 1976 sont prises des réformes qui donnent au transport aérien le visage que nous lui connaissons.
Création de la Direction générale de l'aviation civile
Dans la mouvance de la suppression des secrétariats généraux, celui de l'aviation est remplacé le 30 mars 1976 par la Direction générale à l'aviation civile (DGAC). Une Direction de la météorologie est créée, indépendante de la DGAC. Plusieurs directions prennent le titre de « services », mais fondamentalement l'organisation ne change pas. Claude Abraham est le premier directeur de cette nouvelle Direction générale de l'aviation civile.
La Direction des programmes aéronautiques civils (DPAC) apparaît également en 1976, du fait des grands programmes aéronautiques internationaux, comme Concorde et Airbus. Une véritable course contre la montre s’engage pour concurrencer les États-Unis et els autres puissances étrangères.
La Direction de la navigation aérienne connaît une explosion technologique : les premiers calculateurs, les systèmes de coordination automatique de contrôle aérien sont mis en fonction et la visualisation radar installée dans tous les centres. Les systèmes de navigation changent. La DNA reçoit l’assistance de la Cellule spécialisée d’organisation et de régulation du trafic aérien (CORTA).
La Division des bases aériennes (DBA) est devenue un service en 1974. Le trafic augmente, les aérodromes se transforment et s'agrandissent. Roissy ouvre en 1974, de même que Lyon-Satolas ; Nice est en travaux ; Marseille-Marignane et Bordeaux-Mérignac s'agrandissent.
En 1985, les services de la Direction générale de l'aviation civile connaissent une nouvelle structuration. Le budget annexe est mis en place, assurant une plus grande souplesse aux services de redevance et à ceux chargés de la circulation aérienne au voisinage des aéroports. La redevance spécifique pour services terminaux à la circulation aérienne (RSTCA) est créée. En 1992, un budget annexe de l'aviation civile est mis en place permettant d’affecter certaines recettes à certaines dépenses. Il renforce ainsi avec souplesse l'unité administrative et financière de la DGAC. L’administration centrale de l’aviation civile actuelle repose sur ces mesures prises en 1985.
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