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TFaudree_ERAU · December 20th, 2006, 13:06

After reading about the ground stop to Austin, TX in the General Topics section, I got to thinking. Is Central Command more proactive or reactive in issuing restrictions on flights and routes? For example, do they look at all the flight plans that are filed into, say, N90 within a specified time period to determine if it will exceed the AAR? At what point would they be able to determine that 1st and even 2nd tier ARTCCS need to have the airplanes 30 MIT going into the TRACON? Or do they wait until the rush is on with airplanes stacking up in the hold?

Do they look at weather for a major airport and say "Hey, looks like there is poor visibility forecast for Newark in 2 hours, lets go ahead and put a spacing restriction on aircraft that are 2 or more hours out"?

December 20th, 2006, 13:06	#1
TFaudree_ERAU Old Skool Join Date: May 2006 Location: Virginia is for Lovers, yacht chasing on the weekends Posts: 1,889	Atcscc (it should be all caps) After reading about the ground stop to Austin, TX in the General Topics section, I got to thinking. Is Central Command more proactive or reactive in issuing restrictions on flights and routes? For example, do they look at all the flight plans that are filed into, say, N90 within a specified time period to determine if it will exceed the AAR? At what point would they be able to determine that 1st and even 2nd tier ARTCCS need to have the airplanes 30 MIT going into the TRACON? Or do they wait until the rush is on with airplanes stacking up in the hold? Do they look at weather for a major airport and say "Hey, looks like there is poor visibility forecast for Newark in 2 hours, lets go ahead and put a spacing restriction on aircraft that are 2 or more hours out"? __________________ Charter Member - JC Pilot Motion Picture Society (JC PiMPS)