Mark, “FAA can take action more quickly and at a broader scope than the individual airlines”. Why? The fact that a government agency (FAA) has the command-and-control process to manage an airline’s Billions of dollars’ worth of aircraft assets better than the individual airline that owns these assets is what is wrong on some many levels. I would be curious if you know of another industry that allows the government to manage their “day of” asset base? I don’t. Of course, all industries have government rules that they need to follow, but full command and control - I don’t think so. Of course, ATC trying to solve the airlines inefficiency problems (and failing) has been the norm since 1958 and the advent of Positive Control Airspace. This is not right and shouldn’t happen, but it is the reality. Michael xxxxxxxxxxxxxxxxxxxxx R. Michael Baiada cell - (303) 521-6047 <mailto:[email protected]> [email protected] From: Mark HANSEN via Mifnet <[email protected]> Sent: Monday, July 21, 2025 16:57 To: [email protected] Cc: Mark HANSEN <[email protected]> Subject: [Mifnet 🛰 73211] Re: Huh? We interviewed a major carrier about their IROP procedures and this topic came up. According to my notes, "carrier-initiated traffic management initiatives" are used because FAA can take action more quickly and at a broader scope than the individual airlines can even for their own flights, and can also delay aircraft more readily once they have left the gate. Although the standard TMI involves flights of multiple airlines, the capability to implement a standard TMI can readily be used for a carrier initiated one. I don't see this as "wrong on so many levels" but rather as clever and resourceful. On Mon, Jul 21, 2025 at 4:32 PM ATHGroup--- via Mifnet <[email protected] <mailto:[email protected]> > wrote: Mark, So, what you are saying is that ATC has a better command and control process for the movement of the airline’s $100s of Billions of aircraft assets than the airlines themselves. This is so wrong on so many levels. Michael xxxxxxxxxxxxxxxxxxxxx R. Michael Baiada cell - (303) 521-6047 <mailto:[email protected]> [email protected] From: Mark HANSEN via Mifnet <[email protected] <mailto:[email protected]> > Sent: Monday, July 21, 2025 15:33 To: [email protected] <mailto:[email protected]> Cc: Mark HANSEN <[email protected] <mailto:[email protected]> > Subject: [Mifnet 🛰 73206] Re: Huh? This is actually an interesting corner of air traffic management. Airlines will sometimes ask FAA to implement ground stops or other ATM initiatives that the carriers could theoretically carry out themselves, because FAA has processes and systems in place to do this more easily. On Mon, Jul 21, 2025 at 10:50 AM Mike Borfitz via Mifnet <[email protected] <mailto:[email protected]> > wrote: Good question. Maybe "Advised" rather than "sought". No way is it necessary to get FAA approval. Air Traffic might appreciate it for their own planning. Borfitz Mike Borfitz, DER Cell 206-714-8797 e-Mail: [email protected] <mailto:[email protected]> Kilroy Aviation LLC Website: <http://www.faaoda.com/> WWW.FAAODA.COM Kilroy is available for aviation regulatory and safety issues - Type & Production Certification, Continued Operational Safety - International validation & safety matters - Program & system management - FAA STC ODA On Mon, Jul 21, 2025, 8:42 AM Tom Ronell via Mifnet <[email protected] <mailto:[email protected]> > wrote:
Alaska had to apply to FAA to not fly? Per below: "According to an FAA advisory, the airline sought approval to ground over 200 planes under its brand. It later expanded the stoppage to include planes from its Horizon Air unit. Alaska Airlines said the decision stemmed from a computer network outage. While the ground stop was lifted about three hours later, around 11pm Pacific, Alaska said that “residual impacts” to its operations would be felt, adding, “It will take some time to get our overall operations back to normal.” As NBC News noted, the disruption comes almost exactly a year -- Professor Mark Hansen Department of Civil and Environmental Engineering, UC Berkeley Co-Director, National Center of Excellence for Aviation Operations Research 114 McLaughlin Hall Berkeley CA 94720 Phone: 510-642-2880 Cell: 510-375-1745
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