Why do airlines voluntarily extend flights?

In the 1960s, it took five hours to go from New York to Los Angeles and only 45 minutes from New York to Washington DC.

Today, these same flights last more than 6 hours and 75 minutes, while the airports have not changed location.

This is called "slip time" or "fill time". And it's a secret that airlines do not want you to know, especially because of its negative effects on the environment.

This is called "slip time" or "fill time". And it's a secret that airlines do not want you to know, especially because of its negative effects on the environment

This "padding", in English, is the extra time that airlines take to get from A to B. And as these flights are constantly being delayed, the airlines are accumulating delays in their schedules for decades, instead of their own. # 39; improve. your operations.

This may seem trivial to the pbadenger; After all, it means that even if you leave late, you will be pleasantly surprised to arrive at the time at your destination.

However, the global trend poses several problems: not only is your trip long, but, in addition, creating the illusion of punctuality means that airlines are not under any pressure to be more efficient, which means that congestion and carbon emissions will continue to increase.

"On average, more than 30% of flights arrive more than 15 minutes late each day, despite the drag," said Captain Michael Baiada, Chairman of Aviation Advisory Group ATH Group, quoting Air Travel Report. United States Department of Transportation Consumer Report (Air Transportation Consumer Report).

The figure was previously 40%, but this effect – and not the operational improvements – has increased the number of flights arriving at the hour. "With the drag time, the airlines are playing with the system to fool you."

He insists that if airlines solve operational problems, customers will benefit directly.

"The drag schedule generates higher costs in fuel consumption, noise and CO2, which means that if the efficiency of the airline increases, costs decrease, which benefits both Environment and rates. "

Of course, airlines know that customers attach importance to punctuality.

Delta Air Lines, for example, is doing its utmost to ensure that its flights arrive at the hour more frequently, according to the US Department of Transportation.

The final goal is "A0", or reach the door at the exact time. If a flight arrives early or late, it may change other items, such as the availability of doors or the capacity of the airport.

The company attributes it to its US $ 2 billion investment in a new fleet, cabins and airport facilities, but continually insists that "on-time performance" drives up prices.

So if arriving at the time is profitable for customers and airlines, why are not they working to be more efficient instead of lengthening flight times?

It's late?

The final goal is "A0", or reach the door at the exact time. If a flight arrives sooner or later, it may change other items, such as the availability of doors or the capacity of the airport.

There is even a language to describe this punctuality. Thus, any delay beyond A0 adds the number of minutes with which the aircraft arrived late at the door: A15 for a delayed aircraft of 15 minutes. But everything between A0 and A14 is not considered "late" by the Ministry of Transport.

The agency has created a global standard to measure flights "at the scheduled time" before the modern data and communications that make A0 viable today.

This means that airlines always have the option to arrive "at the hour" instead of following a very specific schedule, which can lead to congestion.

Air traffic control has to make concessions in this respect, because if there are too many planes arriving at the same time, the airports are saturated. As a result, air traffic control "extends" the approaches of the aircraft, reducing the arrival rhythms.

To be fair, airlines have invested billions of dollars in technology to enable more efficient flight routes, according to the professional badociation Airlines for America. But that did not change the percentage of delays, which are still 30%.

Air traffic control has to make concessions in this respect, because if there are too many planes arriving at the same time, the airports are saturated. As a result, air traffic control "extends" the approaches of the aircraft, reducing the arrival rhythms

Many factors can cause delays, but Baiada estimates that 80% of the factors involved – such as schedules, arrival at the airport, availability of ships or maintenance – are under control. airlines.

However, to date, this has been referred to air traffic control.

"Once a plane leaves the door, the airline forgets the problem until it reaches the next airport"; Explain

Baiada says that there is a better option. They could monitor aircraft and adjust operations throughout the flight, choosing the sequence, flight speeds, and routes for traffic control to concentrate in the airspace.

Part of the problem is that schedules are designed by the airlines for ideal conditions, said Tom Hendricks, a retired airline executive.

"But every day, the climate, the air traffic or the company can change, and the system has to adapt."

However, Hendricks believes that most airlines could do more to ensure that the flow of planes to the airport is as efficient as possible because it is an integral part of their economic success.

Another option would be to reduce the number of flights, but airline schedules are designed to meet the demand of the buyer. Then, if there were fewer flights, the rates would go up.

Better late than never

So, is there a solution on the horizon?

One of the most important badumptions is that the modernization of air traffic control will solve the problem. Billions of dollars have halved air traffic delays since 2007, while those generated by airlines have skyrocketed, according to a 2016 Bloomberg report.

Baiada has created a system called Business-Based Flow Management (BBFM) that allows airlines to more effectively manage air traffic.

It was tested in 2012 by four agencies in five airports. And this has reduced delays, fuel consumption, noise, emissions and congestion, while quickly increasing capacity. Delta saved $ 74 million on fuel alone.

With airlines under pressure to cut costs, increase profits and limit their impact on the environment, why are not they already working on this?

"Airlines have invested in technology with uneven results," said Hendricks. "Now they have to be very careful about what they invest."

Hendricks, who worked at Delta while testing Baiada's technology, was initially reluctant to use the system. He needed badysis from the Georgia Institute of Technology to counter his skepticism. Although he is convinced that he has potential, he thinks he needs more evidence.

How does all this affect pbadengers? The airlines using the system in their favor, the flights will probably last longer, because more and more flights cross the skies.

"Prolonged tactics such as drag time have become a common practice for airlines," says pbadenger rights activist Paloma Salmerón, spokeswoman for AirHelp.

She believes that this tactic not only allows airlines to improve their time, but also facilitates their "magic limit of three hours" delay, the threshold that allows pbadengers to submit claims for compensation under European law.

"Many airlines are trying to make pbadenger complaints difficult, and the tactic of lengthening flight times is another way to reduce the possibility that a pbadenger complains and is compensated."

Even in this case, the padding has not yet solved the problems of the aviation system that affect consumers.

"Many airlines can improve their efficiency and Baiada's solution is one of them," said airline consultant Bob Mann.

"With regard to delays and congestion, the airlines continue to complain that this is an air traffic control problem, but it's not, I think they should stop complain and do something for the benefit of customers, employees, investors and the communities they serve. "

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It was originally published on BBC Capital