Thanks Michael. I'm not a strong Ops guy, most of my experience relates to nuts & bolts, airworthiness, etc.
But I think I get your point. It's a pretty big number. So just from what you shared, now I'm wondering about systems integration. What would a Venn diagram look like? Related: the general FAA mission segments are compliance, surveillance, enforcement & air traffic. Three are inherently governmental, the 4th is a public service, meaning it could be split out & managed separately. I guess some air traffic is contracted out and the topic of privatizing air traffic has been beat to death. AND it's probably 1/2 to 2/3 of the FAA budget, so privatization would be a threat to some FAA empires. Intuitively, however, doesn't it make sense that a private enterprise would be more inclined to build an efficient & effective integrated system? With the proper incentives & tight oversight, maybe it would work. And I close by saying I am fully aware I haven't said anything that hasn't been said a thousand times. I'm also aware that I'm WAY out of my lane, but it's so much fun to watch all you MifNetters go at it. And I'm done. Mike Borfitz Cell 206-714-8797 Kilroy Aviation LLC WWW.FAAODA.COM <http://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 Sat, Dec 27, 2025, 11:07āÆPM [email protected] <[email protected]> wrote: > Mike, > > > > MLS, AAS, ISSS, Fans, GPS, FreeFlight, RNP, ADS-B/C, CPDLC, ERAM, STARS, > TBFM, Trajectory Based Ops, CDM, etc. > > > > And a few I am sure I missed. > > > > Michael > > xxxxxxxxxxxxxxxxxxxxx > > R. Michael Baiada > > cell - (303) 521-6047 > > [email protected] > > > > *From:* Mike Borfitz <[email protected]> > *Sent:* Saturday, December 27, 2025 14:25 > *To:* Mike Borfitz via Mifnet <[email protected]> > *Cc:* [email protected] > *Subject:* Re: [Mifnet š° 74990] What Should Airlines Want? > > > > Michael, > > > > This is really a rhetorical question but I gotta ask: > > > > *How many times in the last 50 years has the FAA promised to fix the air > traffic system?* > > > > Borfitz > > > > > > Mike Borfitz > > Cell 206-714-8797 > > Kilroy Aviation LLC > > WWW.FAAODA.COM <http://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 Sat, Dec 27, 2025, 2:23āÆPM ATHGroup--- via Mifnet < > [email protected]> wrote: > > > > In my latest article, "*What Should Airlines Want?* > <https://greenlandings.net/wp-content/uploads/2025/12/What-Should-Airlines-Want-MTS-WINTER-2026.pdf>" > (FAA's Manager's Association, Managing the Skies, Winter 2026 edition), I > asked a simple question, "*How should airlines want to fly their aircraft*". > Airlines had no answer when I asked this question while introducing > FreeFlight in the mid-1990s, and they still have no answer today. > > > > Airlines continue to unnecessarily abdicate control over the moment of > their aircraft to Air Traffic Control (ATC). Of course, separation (and > safety) belongs to ATC, but this leaves lots of flexibility for airlines to > step in (and step up) to manage the movement of their aircraft. > > > > Airlines/Users need to lay down a ā*day of*ā optimized operational goal > for each aircraft and then execute to that goal as close as possible every > day. > > > > Also consider that FAA's Hail Mary in its planned $32.5 Billion future ATC > system, including the *ATC centric* aircraft Flow Management Data and > Services (FMDS) Challenge, will do little to fix airline delays and has the > potential to haunt airlines, and all of aviation for decades (Airline/User > Centric GreenLandingsĀ® Aircraft Flow Solution vs. FAAās ATC Centric TBFM > <https://greenlandings.net/wp-content/uploads/2025/10/GreenLandings%C2%AE-vs.-TBFM-2025-02.pdf>, > 2025-02). Letting ATC further institutionalize their control over the > movement of the airlineās/userās aircraft will lock out their ā*day of*ā > business goals now and into the future. > > > > At a time when technology allows airlines/users to easily input their real > time "*day of*" business goals into the movement of their aircraft > (schedule, connections, gate availability, crew legality, fuel, > maintenance, galleys, lavs, etc.), and especially the arrival flow (thus > preventing most delays), airlines have no interest. Which flight lands > first, second, third, fourth, etc. is critical to the success of an > airlineās "*day of*" operation. > > > > For example, starting hours prior to landing, an airline/user might want > to speed up an aircraft to move it forward in the arrival queue to land 10 > minutes early because the pilots are close to becoming illegal for the next > flight. Or the airline/user might slow a late flight enroute, save fuel, > and land later since the gate is not available. > > > > Or the airline may speed up a flight to make it 20 minutes early to act as > a virtual spare or because of required maintenance. Or...but you get the > idea. > > > > Let's face it, unnecessarily abdicating "*day of*" operational control of > the movement of an airline's aircraft, their primary production process, to > a government agency (privatized or not) makes no business sense. > > > > The fact is airlines can no longer afford their fire and forget, wing and > a prayer, ā*day of*ā operation where they send Billions of dollars of > aircraft out on the wing and pray that it all works out. It rarely does. > > > > Starting within months airlines/users can, and must take back control of > their aircraft movement using GreenLandingsĀ® <https://greenlandings.net/> > ā*day of*ā, pilot managed, real time *airline/user centric* > arrival/departure demand management solution, based on airline/user, ATC, > and airport ā*day of*ā requirements (business and safety). > > > > Airlines could. Airlines should. Airlines refuse. > > > > What Airlines Should Want (Managing the Skies, Winter 2026) - > https://greenlandings.net/wp-content/uploads/2025/12/What-Should-Airlines-Want-MTS-WINTER-2026.pdf > > > > Airline/User Centric GreenLandingsĀ® Aircraft Flow Solution vs. FAAās ATC > Centric TBFM (2025-02) - > https://greenlandings.net/wp-content/uploads/2025/10/GreenLandings%C2%AE-vs.-TBFM-2025-02.pdf > > > > In Sync with your Arrival (GE Aviation, 2013) - > https://www.youtube.com/watch?feature=player_embedded&v=biv-7dWFprY > > > > Aviation Needs a New Direction (Managing the Skies, Nov/Dec 2019) - > https://greenlandings.net/wp-content/uploads/2023/03/Aviation-Needs-a-New-Direction-MTS-Nov-Dec-2019.pdf, > > > > > ATC is Not the Problem (Managing the Skies, Spring 2022) - > https://greenlandings.net/wp-content/uploads/2023/03/ATC-is-Not-the-Problem-MTS-2022-03-15.pdf > > > > GreenLandingsĀ® Real World Examples (2024-08) - > https://greenlandings.net/wp-content/uploads/2024/09/GreenLandings%C2%AE-Real-World-Examples-2024-09-06.pdf > > > > GreenLandingsĀ® Benefit Summary (2023-05) - > https://greenlandings.net/wp-content/uploads/2023/05/GreenLandings-Benefit-Summary-2023-05.pdf > > > > Michael > > xxxxxxxxxxxxxxxxxxxxx > > R. Michael Baiada > > cell - (303) 521-6047 > > [email protected] > > > > -------------------------------------------------------------------------- > Revised: 20250507 > > You are receiving The Mifnet because you requested to join this list. > > The Mifnet is largely a labor of love, however the infrastructure isn't > exactly cost-free. 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