Part 2: Where Can Airlines and Operators Gain Efficiency Today?
This is the second article in The Aspect Group’s three-part series on aviation modernization, airspace efficiency, and the future of new entrants.
In Part 1, former FAA Administrator Mike Whitaker, aviation technology executive Mike Lewis, and air traffic operations expert Lorne Cass discussed whether the industry is truly modernizing or simply repairing aging infrastructure.
In Part 2, the discussion turns to a more immediate question: where can airlines, operators, and regulators gain efficiency today, even without a complete redesign of the air traffic system?
The panelists discussed several areas where airlines, operators, and regulators could collaborate to make near-term gains without waiting for a complete redesign of the air traffic system.
Even without a complete redesign of the full system, there are still meaningful ways operators can improve efficiency.
Many of the tools already exist. The challenge is that they remain underused, unevenly deployed, or difficult to scale.
ADS-B IN May Be One of the Most Underused Tools
Jim Barry: Which operational efficiency opportunities are most underutilized today?
Lorne Cass: ADS-B In can provide real value, especially with interval management, strengthening both safety and efficiency.
We should be careful not to use the word “separation,” because that means something very different operationally. But if aircraft can better manage intervals into an airport, you can improve throughput and efficiency.
American Airlines has already done work in this area.
Mike Whitaker: American ran a pilot program in Dallas using ADS-B In-equipped aircraft to support reduced spacing in poor weather.
The results were good.
The challenge was that it only worked when similarly equipped aircraft were lined up behind one another. It was difficult to scale because other operators were not equipped.
Dynamic Routing and Dynamic Airspace Could Deliver More Value
Lorne Cass: Dynamic routing and dynamic airspace management are areas where there is still significant untapped opportunity.
There has been good work done around special activity airspace and making military or restricted airspace more flexible.
Unfortunately, some of those efforts stalled because of political changes, budget disruptions, or government shutdowns.
Airlines Can Potentially Self-Optimize More
Another major theme was that operators themselves should play a larger role in managing efficiency.
Mike Lewis: Airlines and fleet operators have strong incentives to become more efficient.
If the system allows them to self-optimize with quick and easy ATC approvals — adjusting speeds, sequencing, routing, and arrival times — that can create incremental gains without requiring a complete redesign of the system.
Those improvements can expand and accumulate over time.
Mike Whitaker: The FAA still does more than it needs to in some areas.
Carriers are already very capable of managing weather, sequencing, and routing decisions. The more decision-making that can move toward operators and into the cockpit, the better.
Why Class B Airspace Needs Different Treatment
One of the strongest ideas raised during the discussion was that the industry should treat large hub airports differently from the rest of the system.
Mike Whitaker: If you focus on Class B airports, you can shrink the problem.
The biggest congestion challenges are in places like New York, Boston, Washington, Dallas, Chicago, and Los Angeles.
Those airports need more efficient operations, different performance requirements, and potentially different technology requirements.
If you solve the Class B problem, much of the rest of the system becomes easier.
What This Means
The system does not need to wait for full modernization before becoming more efficient.
There are already practical ways to improve throughput, reduce delays, and give airlines more control over their own operations.
The likely path forward is not one massive breakthrough.
It is a series of incremental gains:
Better use of ADS-B In
More dynamic routing
Greater use of operator decision-making
More tailored solutions for large hub airports
