When a person receives NOTAMs (Notice to Airmen), they are typically provided with important information regarding the status of aeronautical facilities, services, procedures, or hazards in the vicinity of an airport or within a specified airspace. This information may include temporary changes to runways, taxiways, navigational aids, or airspace restrictions. It is crucial for pilots, air traffic controllers, and flight operations personnel to review and understand these NOTAMs to ensure safe and efficient flight operations.
When you ask for a standard briefing, the flight service specialist is required to tell you any Notice To Airmens (NOTAMs)for your route of flight. This would include TFRs. You are the pilot, you are responsible per FAR 91 to conduct a thorough preflight to obtain all available information. Ask if you think they forgot! Look on the computer!
Now days with the more extended use of electronic data strips in the enroute and terminal environments, and the use of radar systems, computers are very extensively used. If you go inside of one of the 20 or so ARTCCs (air route traffic control centers) in the U.S., you will find that all of the radars are essentially computers hooked up to a large network served by a few master servers that are connected to another network on radars and communication equipment.Also, there are various programs used for grabbing weather, NOTAMs, SOPs, LOAs, etc.
As long as the airspace above that area is not restricted, you have the land owners permission, and it's not a demonstration jump in front of a crowd (requires more paperwork), then yes. You'll need to work with the FAA as well. Clearance from the nearest FAA facility depends on what type of airspace you're jumping through. Only high altitude jumps above 18000 feet, jumps through Class B terminal aispace, and jumps within five statute miles of an operatiing control tower require an actual clearance. Most other jumps require only a traffic advisory one minute prior to jump. Notams are required to be filed in advance for all jumping, but that's really easy. Check with your local FAA flight service office for help.
A nationwide ground stop -- where no commercial, military or private airliner is allowed to take off and all planes in the air are required to land as soon as safely possible -- was unprecedented. The FAA had previously implemented mini-stops for specific airports, cities or regions because of weather or safety concerns, but to intervene in air traffic on such a wide scale was unheard-of. On its own and before the FAA got involved on the morning of the hijackings, the president of American Airlines had ordered the groundings of all American and American Eagle planes on the East Coast; shortly afterward, when he learned that United Airlines was also missing a plane, he halted American service nationwide. United executives quickly followed suit.CLEARING THE SKIESAfter the FAA declared its ground stop, it had to figure out what to do with all the planes that were already in the air. It sent notices to pilots, called NOTAMS, instructing them to find the nearest airport and land their planes as quickly as possible. As a result, Southwest Airlines sent planes to Denver, an airport it never used, and huge JetBlue jets bound for New York City landed in tiny airports in upstate New York.At 10:31 a.m., FAA Administrator Jane Garvey sent a message to all international flights headed to the United States Turn around or land someplace else. That someplace else, in most cases, was Canada. Garvey worked with officials at NAVCanada, the semi-private organization in charge of Canadian air traffic, to devise a plan. Four hundred planes were already high above the Atlantic on their way to the United States. About 200 of those were not yet halfway across the ocean, so they turned around and headed back to Europe; the others were redirected. Many of these (38 flights, carrying about 6,600 people) landed at the Gander Airport in Nova Scotia. Others, instructed to stay away from Canada's largest cities, landed in Deer Lake, St. John, Goose Bay, Moncton, Mirabal and other towns. Some of these planes had to dump fuel into the ocean so they would be light enough to land; others, by contrast, were running low on fuel and caused a panic by telling NAVCanada controllers that they, too, had been hijacked. That way, their pilots thought, they would get landing priority. At the same time, 34 diverted planes from Asia were landing in Vancouver. By about 6 p.m. EST, the skies were finally clear.FLYING WITH NEW RULESOn September 12, the FAA slowly began to lift the ground stop. Planes that had been rerouted the day before were allowed to continue to their final destinations. Military and law-enforcement flights had resumed the day before, along with, according to Time magazine, "some flights that the FAA cannot reveal that were already airborne". In general, though, the stop remained in effect until the FAA could come up with a new set of safety rules and regulations. The rules, which Transportation Secretary Norm Mineta announced at 2 a.m. on September 13, prohibited (among other things):knives, box cutters and other sharp objects on planes or in airportscurbside or online check-inpassing through security or going to a gate without a paper boarding passBy September 14, 424 of 455 airports in the United States met the new standards, including all three of the major airports in the New York area (JFK, LaGuardia and Newark). Boston's Logan International Airport and Washington's Reagan National Airport remained closed -- Logan until the September 15 and Reagan, according to an FAA directive, "temporarily, indefinitely." It finally reopened on October 4. Even by the next week, air traffic was still not back to normal: crop dusters and other agricultural planes could fly but training flights were still banned, as were flights towing banners, sightseeing planes and traffic and news helicopters. Foreign airlines could depart from U.S. airports but not fly into them.