Daryl Campbell

And so they've announced a couple more billion dollars, but their backlog is already $5.2 billion in maintenance. And these are things like replacing outdated systems, replacing buildings that are housing some of these radars, things that you really need to...

And so they've announced a couple more billion dollars, but their backlog is already $5.2 billion in maintenance. And these are things like replacing outdated systems, replacing buildings that are housing some of these radars, things that you really need to...

just get the system to where it should be operating today, let alone get ahead of the maintenance things that are going to happen over the next couple of years. And it's really this fight between the FAA and Congress where everybody's willing to have a photo op to say, yeah, we're going to do a lot today to fix these problems.

just get the system to where it should be operating today, let alone get ahead of the maintenance things that are going to happen over the next couple of years. And it's really this fight between the FAA and Congress where everybody's willing to have a photo op to say, yeah, we're going to do a lot today to fix these problems.

just get the system to where it should be operating today, let alone get ahead of the maintenance things that are going to happen over the next couple of years. And it's really this fight between the FAA and Congress where everybody's willing to have a photo op to say, yeah, we're going to do a lot today to fix these problems.

And it works for a little while. But then three years down the road, the same problems are really still occurring. You got that one time shot of new money, but then the government cuts back again and again and again. And then you're really just kind of putting out one fire, but not addressing sort of the root cause of why there's all this dry powder everywhere.

And it works for a little while. But then three years down the road, the same problems are really still occurring. You got that one time shot of new money, but then the government cuts back again and again and again. And then you're really just kind of putting out one fire, but not addressing sort of the root cause of why there's all this dry powder everywhere.

And it works for a little while. But then three years down the road, the same problems are really still occurring. You got that one time shot of new money, but then the government cuts back again and again and again. And then you're really just kind of putting out one fire, but not addressing sort of the root cause of why there's all this dry powder everywhere.

So there's really no silver bullet, and all the choices are, let's say, not great to actively bad at baseline. So number one is you get the government to pay what it actually costs to run the air traffic control system. That empirically has not happened for decades, so I don't know that we're going to get to do it, especially under this administration, which is really focused on cutting costs.

So there's really no silver bullet, and all the choices are, let's say, not great to actively bad at baseline. So number one is you get the government to pay what it actually costs to run the air traffic control system. That empirically has not happened for decades, so I don't know that we're going to get to do it, especially under this administration, which is really focused on cutting costs.

So there's really no silver bullet, and all the choices are, let's say, not great to actively bad at baseline. So number one is you get the government to pay what it actually costs to run the air traffic control system. That empirically has not happened for decades, so I don't know that we're going to get to do it, especially under this administration, which is really focused on cutting costs.

The second thing is pass on fees to flyers themselves. So that sort of $1,500 that we charge in the US, maybe that gets bumped up to $5,000. But then airlines are going to pass that on to the customer. And it's just like the conversation that, you know, Walmart's having with tariffs is that, you know, they don't want to do it.

The second thing is pass on fees to flyers themselves. So that sort of $1,500 that we charge in the US, maybe that gets bumped up to $5,000. But then airlines are going to pass that on to the customer. And it's just like the conversation that, you know, Walmart's having with tariffs is that, you know, they don't want to do it.

The second thing is pass on fees to flyers themselves. So that sort of $1,500 that we charge in the US, maybe that gets bumped up to $5,000. But then airlines are going to pass that on to the customer. And it's just like the conversation that, you know, Walmart's having with tariffs is that, you know, they don't want to do it.

When they try to pass it on to the customer, President Trump yells at them and it's just not a great situation. The third option is to just reduce the number of flights in the sky. I mean, part of this is that airlines are just competing to have the most flights, the most convenient schedules, the most options for your routing.

When they try to pass it on to the customer, President Trump yells at them and it's just not a great situation. The third option is to just reduce the number of flights in the sky. I mean, part of this is that airlines are just competing to have the most flights, the most convenient schedules, the most options for your routing.

When they try to pass it on to the customer, President Trump yells at them and it's just not a great situation. The third option is to just reduce the number of flights in the sky. I mean, part of this is that airlines are just competing to have the most flights, the most convenient schedules, the most options for your routing.

And that's really just led to this log jam at places like Newark, where you really have these constraints on it. I mean, right before all of this stuff happens, Newark was serving about 80 airplanes an hour. So 80 landings and takeoffs. Today, the FAA has actually started to admit restrictions on it, and now it's closer to 56 flights an hour.

And that's really just led to this log jam at places like Newark, where you really have these constraints on it. I mean, right before all of this stuff happens, Newark was serving about 80 airplanes an hour. So 80 landings and takeoffs. Today, the FAA has actually started to admit restrictions on it, and now it's closer to 56 flights an hour.

And that's really just led to this log jam at places like Newark, where you really have these constraints on it. I mean, right before all of this stuff happens, Newark was serving about 80 airplanes an hour. So 80 landings and takeoffs. Today, the FAA has actually started to admit restrictions on it, and now it's closer to 56 flights an hour.