Hello All, Appears to me that Mike B and Bob M have the opportunity to inject themselves into the design phase of BNATCS in order to ensure that operators can in real-time share their desired operational adjustments, that only they know, so that the BNATCS can manage based on real-time inputs, rather than relying upon models that do not reflect operational realities.
Clearly the BNATCS should have the architecture to accept these reran-time perturbations/changes to plans, to accommodate the operatorsā changing needs, and equitably share NAS resources across all operators. All the best, Amar _________________________ Sincerely, Amarnath S Murthy +1-817-332-0700 [USA Office and WhatsApp] +1-817-726-5500 [USA Mobile] LinkedIn: AmarMurthy <https://www.linkedin.com/in/amarmurthy/> > On 11Mar 2026, at 11:31, Doug Church via Mifnet <[email protected]> > wrote: > > Jack, > > A4A is fully supportive of BNATCS and makes statements often, both written > press materials and speeches, and on panels at events. > > DOT Secretary Sean Duffy leads the administration's efforts on promoting the > progress and benefits of BNATCS. He posts almost daily about it on various > social media, sometimes multiple times a day. FAA does plenty too. I suggest > following those accounts on social. > > -Doug > > > > > On Wed, Mar 11, 2026 at 11:45āÆAM Jack Keady <[email protected] > <mailto:[email protected]>> wrote: > Where is A4A in all this.i fault the airline group and I also fault the FAA > for not doing more to give details and selling this innovation. Keady > > Sent from the all new AOL app for Android > <https://play.google.com/store/apps/details?id=com.aol.mobile.aolapp> > On Wed, Mar 11, 2026 at 7:55, RWM via Mifnet > <[email protected] <mailto:[email protected]>> wrote: > Doug, > > It is possible that BNATCS could benefit FAA (it will clearly benefit its > chosen vendors), but my point is that BNATCS as presently formulated, using > the Administrator's own description, leaves most of the operational, > efficiency, financial, and reliability benefits to FAA, controllers, airlines > and their constituencies unharvested, on the table. > > That is the shame of the matter. > > - Bob Mann > > > > > > On 3/11/2026 10:34 AM, Doug Church wrote: >> Kind of amazing - and disappointing - that only three of us (me, Bob, >> Michael) are discussing the issue of the proposal of the single most >> transformational modernization of our National Airspace System in our entire >> lifetimes. >> >> Where are the rest of you, Mifnet? Anyone else want to offer thoughts? There >> cannot just be three of us talking about this out of a vast audience of >> Mifnet participants/subscribers? Right? Am I the only one who sees the >> positives of what BNATCS can do? Am I the only one sick and tired of the >> unacceptable status quo of crappy outdated equipment, unoptimized airspace, >> and zero modernization being allowed to continue in this NAS while the rest >> of the world passes us by and we lose our standing as the gold standard of >> ATC? >> >> As for Bob and Michael: If you're just going to say no to everything, >> predict failure for any DOT/FAA modernization attempts, and hold out for the >> airlines to finally do what you're asking them to do - well, OK then. I wish >> you well. >> >> -Doug >> >> On Wed, Mar 11, 2026 at 10:24āÆAM RWM--- via Mifnet <[email protected] >> <mailto:[email protected]>> wrote: >> That could benefit FAA, but leaves most of the benefits to FAA, controllers, >> airlines and their constituencies unharvested, on the table. >> >> A āmore preciseā FAA trombone slide of delays is not the best outcome FAA or >> airlines could achieve, on their own behalf, as well as for their customers, >> investors, and employees. >> >> Other examples of FAA āmore preciseā include āmetropolitan airspace >> realignmentā and RNP procedures that demonstrably add FAA waypoints, flying >> minutes and fuel burn ā the antithesis of what was promoted as >> āimprovementsā. >> >> Be careful what you ask for, lest you get it. Be careful what you leave on >> the table, too. >> >> - Bob Mann >> >> <image0.jpeg> >> >> >>> On Mar 11, 2026, at 10:10, Doug Church via Mifnet <[email protected] >>> <mailto:[email protected]>> wrote: >>> >>> ļ»æ >>> RE: "The fact is that there is no way that FAA can make an airline >>> efficient, let alone a single aircraft. Airlines can, ATC canāt." >>> >>> Well, Michael, we may have found something we can agree on in this >>> discussion. >>> >>> But the FAA can make the airspace efficient. BNATCS is about expanding the >>> capacity of the airspace to accommodate increased future traffic demands >>> and new entrants. Bedford wants separation tightened up. He said it himself >>> yesterday: "If we want to create more capacity, reducing separation >>> standards and going to trajectory flying is the only way to do that. We >>> need to go from imprecise to precise.ā >>> >>> -Doug >>> >>> >>> >>> >>> On Tue, Mar 10, 2026 at 9:45āÆPM [email protected] >>> <mailto:[email protected]> <[email protected] >>> <mailto:[email protected]>> wrote: >>> Doug, >>> >>> >>> The source is me. But also, Bedford said it himself, āWeāll tell you where >>> we want you ā¦ and weāll tell you where we want you to be to hit that top of >>> descentā. These should and must be airline/user decisions. >>> >>> >>> Next, show me in the BNATCS plan how each airline/user inputs their >>> business goals for each individual aircraft or how individual pilots are >>> allowed to manage their arrival time enroute? >>> >>> >>> The fact is that there is no way that FAA can make an airline efficient, >>> let alone a single aircraft. Airlines can, ATC canāt. >>> >>> >>> Finally, remember, as Captain Tom Hendricls said (Confessions of an Attilaā¢ >>> Doubter >>> <https://greenlandings.net/wp-content/uploads/2023/04/Delta-Attila-CheckList-Article-2007-09.pdf>), >>> āItās Not About You ā¦ Itās About an Aircraft You Donāt See (Or Hear) ... >>> What is transparent to a crew faced with situations like these is the >>> recovery of unused slots in the queue that might be fifteen aircraft ahead >>> of or behind you (and possibly on a different frequency)ā. >>> >>> >>> Michael >>> >>> xxxxxxxxxxxxxxxxxxxxx >>> >>> R. Michael Baiada >>> >>> cell - (303) 521-6047 >>> >>> [email protected] <mailto:[email protected]> >>> >>> From: Doug Church <[email protected] <mailto:[email protected]>> >>> Sent: Tuesday, March 10, 2026 17:52 >>> To: [email protected] <mailto:[email protected]> >>> Cc: [email protected] <mailto:[email protected]> >>> Subject: Re: [Mifnet š° 75637] Re: Continuous descent approaches >>> >>> >>> Re: āBNATCS also continues to leave out the airlines/users and pilots.ā >>> >>> >>> Says who? Source? >>> >>> >>> -Doug >>> >>> >>> >>> On Tue, Mar 10, 2026 at 7:03āÆPM ATHGroup--- via Mifnet >>> <[email protected] <mailto:[email protected]>> wrote: >>> >>> Doug, >>> >>> >>> Yes, airlines are onboard with BNATCS without thinking through the >>> implications. >>> >>> >>> While BNATCS is great for equipment replacement (which is needed), BNATCS >>> will further institutionalize ATCās control over the movement of the >>> airlineās/userās aircraft, which will haunt the airline/user āday ofā >>> operation for decades to come. With BNATCS, airlines can forget about any >>> chance of airline āday ofā Operational Excellence. >>> >>> >>> āAdministrator Bedford comes straight from running an airlineā is not an >>> attribute, because Bedford is unnecessarily continuing the airlineās 1980s >>> āATC controls everything and ATC is the only answerā mentality that costs >>> individual large airlines over $5 Billion annually. We need new thinking. >>> >>> >>> BNATCS also continues to leave out the airlines/users and pilots, which >>> will continue ATCās unnecessarily high costs across aviation. I recently >>> did a comparison of an Airline Centric Flow Manage versus the ATC Flow >>> Manage (TBFM) that might be of interest (Airline Centric vs. ATC Centric >>> Flow Manager >>> <https://greenlandings.net/wp-content/uploads/2026/03/Airline-Centric-Flow-Manger-vs.-TBFM-2025-02.pdf>, >>> 2025-02). >>> >>> >>> As I said, airlines/users need to speak up and tell ATC what they want, >>> instead of simply accepting. >>> >>> >>> Finally, there is an FAA validated solution that reduces costs (FAA and >>> airlines), reduces delays, improves runway throughput, etc. The only >>> downside is that this is not what ATC and airlines have done for the last >>> 50 years. Oh wait, there is no downside. >>> >>> >>> Benefits of Systems Thinking >>> >>> >>> <image001.png> >>> >>> Costs of Current Thinking >>> >>> >>> <image002.png> >>> >>> Michael >>> >>> xxxxxxxxxxxxxxxxxxxxx >>> >>> R. Michael Baiada >>> >>> cell - (303) 521-6047 >>> >>> [email protected] <mailto:[email protected]> >>> >>> From: Doug Church via Mifnet <[email protected] >>> <mailto:[email protected]>> >>> Sent: Tuesday, March 10, 2026 14:31 >>> To: [email protected] <mailto:[email protected]> >>> Cc: [email protected] <mailto:[email protected]>; Doug Church >>> <[email protected] <mailto:[email protected]>> >>> Subject: [Mifnet š° 75635] Re: Continuous descent approaches >>> >>> >>> Bob, >>> >>> >>> I am afraid I donāt really understand what youāre saying here, nor do I >>> understand why you are dooming BNATCS to failure before it even gets going. >>> >>> >>> The airlines are fully onboard with BNATCS because it will increase >>> reliability and predictability and reduce delays. Administrator Bedford >>> comes straight from running an airline. This plan for airspace optimization >>> and trajectory based ops will address precisely what you and Michael are >>> advocating for. >>> >>> >>> -Doug >>> >>> >>> >>> On Tue, Mar 10, 2026 at 5:24āÆPM RWM--- via Mifnet <[email protected] >>> <mailto:[email protected]>> wrote: >>> >>> āāWeāll tell you where we want you to be in three dimensions ā¦ and weāll >>> tell you where we want you to be to hit that top of descent mark to [meet] >>> the constraints of the runway, not the airspace itself,ā said Bedford in >>> recent remarks at the Aero Club of Washington.ā >>> >>> >>> Doug, >>> >>> >>> These RTAs are continuous system optimization calls (and they are in 4 >>> dimensions, not 3) best made by airlines, using their own real time >>> information, for their own accounts, individually, or shipped to and >>> honest-brokered by FAA in the most complex multi-carrier airspace, enroute >>> and terminal, airborne and surface. >>> >>> >>> FAA does not have, nor does it propose to acquire and use airlinesā >>> real-time resource information, business objectives and constraints, in >>> order to system optimize and improve airline, customer, employee and >>> investor outcomes. >>> >>> >>> Attempting to resolve the root cause drivers of the need for ATC >>> intervention, infrastructure, and staffing without considering real time >>> airline resource status, business objectives and constraints is among the >>> easily foreseeable reasons why BNATCS will be yet another expensive, late, >>> failure out of the gate, and fail to resolve airline delays. >>> >>> >>> - Bob Mann >>> >>> >>> >>> >>> On Mar 10, 2026, at 16:42, Doug Church via Mifnet <[email protected] >>> <mailto:[email protected]>> wrote: >>> >>> āWeāll tell you where we want you to be in three dimensions ā¦ and weāll >>> tell you where we want you to be to hit that top of descent mark to [meet] >>> the constraints of the runway, not the airspace itself,ā said Bedford in >>> recent remarks at the Aero Club of Washington. >>> >>> -------------------------------------------------------------------------- >>> >>> -------------------------------------------------------------------------- >>> 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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