Jack, After over 40 years as a pilot, taking off and landing thousands of times at some of the world’s busiest airports, runway capacity is not the problem most of the time for either landing or departure. The problem for departures is the same as for landing - variance driven by random point overloads leading to the very inefficient use of the runway asset, your scenario being a perfect example. Now to your specific example of 3 aircraft trying to depart at the same time. First, let’s look at the gate departure. Were any of the aircraft pushed early because the gate agent was done or late because of a late inbound (both correctable), contributing to the 3 aircraft arriving at the runway at the same time? Did the airline consider that day’s taxi time when leaving the gate? We know that no airline even considers this type of real time, “day of” data from a system perspective and certainly takes no actions to correct these types of problems. Or how much departure runway capacity was before and after this event where an airline could have pulled one of the aircraft off the gate slightly forward in time or moved 2 aircraft back slightly. Next, although the airline had lots of options to correct this problem and did nothing, let’s assume that there is nothing that could be done on the departure side, which is unlikely, so the airline could easily adjust the enroute speed, again from a system perspective, to still arrive on time at the destination. Also, the queue could be set up, so the first aircraft was heading westbound into a strong headwind and the last aircraft was heading east with a strong tailwind, so they arrive on time, which is the goal (pax where promised, when promised). Or were departures held up so 5 arrival aircraft could land 10 to 20 minutes early, some without gates, thus creating the departure queue? Finally, instead of targeting an on-time arrival, airlines should target 3 to 5 minutes early to start slowly reducing their very expensive schedule buffers built up over the last 50 years, which currently costs individual large airlines over $3 Billion annually. Michael xxxxxxxxxxxxxxxxxxxxx R. Michael Baiada cell - (303) 521-6047 <mailto:[email protected]> [email protected] From: Jack Keady via Mifnet <[email protected]> Sent: Thursday, July 17, 2025 14:27 To: [email protected] Cc: Jack Keady <[email protected]> Subject: [Mifnet 🛰 73146] Re: And This Will Do Nothing For Airline Delays sorry to be a one note guy but the whole problem is runway capacity. Try departing 3 aircraft on the same runway at the same time and your problem starts before wheels leave the ground. Airlines know this so they use all sorts of deception - pushing before the other guy, adding to flying time, etc. I know this is a capacity problem not the same as safety but the two get easily confused. question when was the last time we had an FAA leader who had both the knowledge, persuasiveness and good relations on the hill? that's 3 requirements keady On Wed, Jul 16, 2025 at 4:09 PM ATHGroup--- via Mifnet <[email protected] <mailto:[email protected]> > wrote: Even if Duffy gest all the funds he wants in a timely manner (not likely), this upgrade will do nothing for ATC delays. Air traffic control overhaul to cost $31.5 billion, transportation secretary tells Congress <https://www.msn.com/en-us/news/politics/air-traffic-control-overhaul-to-cost-31-5-billion-transportation-secretary-tells-congress/ar-AA1IJuwV?ocid=msedgntp&pc=LCTS&cvid=80406a933d3e4140c842e487d5262fd1&ei=28> ATC does not cause delays. “ATC Delays” are a myth that everyone just keeps repeating without a basis in fact. Does ATC vector and delay aircraft near the airport - of course. But ATC is simply reacting to the "day of", random point overload that airlines/operators allowed to occur (described below), which was evident and preventable by the individual airline/operator hours prior to landing. Of course, an equipment failure would cause a delay, but these are Air Navigation Service Provider (ANSP, e.g., NATS, FAA, etc.) delays and not “ATC” delays. There is a difference. While leaving separation and safety to ATC, airlines must step up and take over the real time, “day of” management over the movement of their aircraft to offload ATC to reduce system stress and integrate the airline’s business needs into the flow. This alone would have a huge positive impact on our aviation infrastructure. The solution is simple - if airlines prevented the stress created by the "day of" random point overload by managing their aircraft in real time, beginning hours prior to landing, so as to deliver a stable, predictable, business based, pre sequenced aircraft flow to the airport, ATC won't need to vector or delay the aircraft to sequence the flow. A pre-sorted aircraft arrival flow into an airport (managed by the individual airline/user) = less vectoring = less stress = less delay = less fuel = less CO2 = a more efficient and safer airline and ATC system, and it starts with “day of” aircraft management by the individual airline, not ATC. Michael xxxxxxxxxxxxxxxxxxxxx R. Michael Baiada cell - (303) 521-6047 [email protected] <mailto:[email protected]>
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