DALLAS — LaGuardia Airport is the smallest of the three major airports in the New York area, with just two main runways. Planes often sit in long lines on the tarmac, waiting their turn to take off.
So why would Southwest Airlines, a carrier that boasts about its on-time prowess, want to go there? In many ways, it’s because it has to.
Southwest prospered by offering low fares to leisure travelers whose only other affordable option was a car trip. It flew primarily to America’s secondary airports where costs are low and productivity is high because incoming planes can land, drop off passengers, take on the next group and get back in the air quickly.
On Sunday, Southwest starts service at LaGuardia, one of the nation’s most congested airports. This should bring cheaper ticket prices to New York area vacationers flying to Chicago, Baltimore and beyond. But the move is also part of a risky transition that Southwest knows it has to make to win the loyalty of business travelers who increasingly will dictate its future prospects for success.
Southwest outlived early rivals by sticking to a core philosophy: Give people low fares and great service.
The Dallas-based carrier still sees itself as an underdog today, even as it serves 65 cities and carries more than 100 million U.S. passengers per year, more than any other airline.
There still are no first-class cabins and no assigned seats on Southwest, giving it the air of a carrier for penny-pinching vacationers.
"We’re very dependent on business travelers, so we’re not a leisure airline like some of our smaller competitors are,” CEO Gary C. Kelly countered in an interview. He said company surveys show that in normal times at least 40 percent of his customers are traveling on business.
Changing the model
Airlines covet business travelers because they make repeat trips and often pay higher fares for booking at the last minute.
Southwest needs that revenue now. The Dallas-based airline has been profitable for 36 straight years but has been in the red since last fall. Traffic is down and costs are rising.
While it’s cutting flights across its system, Southwest also is entering New York and three other big cities, including Boston’s Logan Airport.
Robert Crandall, who competed against Southwest when he ran American Airlines in the 1980s and ’90s, said Southwest has stuck to a well-defined business model of low fares and low costs at secondary airports.
"Going into LaGuardia is a change to that model,” Crandall said, "but they’ve decided they don’t have any choice — they need the (passenger) volume to grow.”
by the associated press
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Showing posts with label Airlines. Show all posts
Showing posts with label Airlines. Show all posts
Friday, June 26, 2009
Friday, June 19, 2009
Air travelers’ options
MINNEAPOLIS — As if charging $15 to check a bag weren’t enough, two airlines are asking for $5 more beginning this summer if you pay for that at the check-in counter — a fee on top of a fee.
Of course, you could always pay your baggage fee from home. The airlines call it the "online discount.”
If airlines can get away with that, what’s next? Rather than raise fares in the middle of a recession, they’re piling on fees to make money — fees for bags, fees to get through the line faster, even fees for certain seats.
United Airlines alone expects to rake in more than $1 billion this year in fees ranging from baggage to accelerated frequent-flier awards. That makes up more than 5 percent of its revenue.
The most likely new fees are those that some airline, somewhere, has tried.
How are fees made?
Fees usually originate with one or two airlines, and competitors watch to see whether passengers accept them or revolt. For instance:
→US Airways and United are hitting passengers up for $5 to pay their baggage fees at the airport instead of online. United implemented the fee June 10, while US Airways will put it into effect July 9.
→If you want to select an exit row seat on AirTran and enjoy the extra legroom, expect to cough up $20.
→Allegiant Air, a smaller national discount airline, charges a $13.50 "convenience fee” for online purchases, even though most other carriers encourage purchases direct from their Web site.
→European discounter Ryanair charges for something everyone has to do if they want to fly: check in. It’s 5 euros, or about $6.75, to check in online, double for passengers who pay at the airport. Ryanair plans to eliminate airport check-in desks.
→Spanish airline Vueling charges a fee to pick a seat. Any seat at all. A "basic” seat behind the wing runs 3 euros. For 30 euros, travelers can choose an aisle or window seat and guarantee that the middle seat will remain empty.
"They need to chill out with those,” said a frustrated Jim Engineer, a public relations executive waiting for a flight out of New York’s LaGuardia. "Charging for a glass of water and seats just translates into unhappy customers.”
Passengers are finding it’s a lot easier for the airlines to add the fees than to take them away.
"They’re going to keep nudging them up until they run into market resistance,” said Ed Perkins, a contributing editor at the Web site Smarter Travel.
That’s what happened at US Airways.
It tried for seven months to charge for soda and water but gave up in March after no other airlines took up the idea. And Delta scaled back a plan to charge $50 to check a second bag on all international flights. Instead, the charge will apply only on flights to Europe.
by the associated press
Of course, you could always pay your baggage fee from home. The airlines call it the "online discount.”
If airlines can get away with that, what’s next? Rather than raise fares in the middle of a recession, they’re piling on fees to make money — fees for bags, fees to get through the line faster, even fees for certain seats.
United Airlines alone expects to rake in more than $1 billion this year in fees ranging from baggage to accelerated frequent-flier awards. That makes up more than 5 percent of its revenue.
The most likely new fees are those that some airline, somewhere, has tried.
How are fees made?
Fees usually originate with one or two airlines, and competitors watch to see whether passengers accept them or revolt. For instance:
→US Airways and United are hitting passengers up for $5 to pay their baggage fees at the airport instead of online. United implemented the fee June 10, while US Airways will put it into effect July 9.
→If you want to select an exit row seat on AirTran and enjoy the extra legroom, expect to cough up $20.
→Allegiant Air, a smaller national discount airline, charges a $13.50 "convenience fee” for online purchases, even though most other carriers encourage purchases direct from their Web site.
→European discounter Ryanair charges for something everyone has to do if they want to fly: check in. It’s 5 euros, or about $6.75, to check in online, double for passengers who pay at the airport. Ryanair plans to eliminate airport check-in desks.
→Spanish airline Vueling charges a fee to pick a seat. Any seat at all. A "basic” seat behind the wing runs 3 euros. For 30 euros, travelers can choose an aisle or window seat and guarantee that the middle seat will remain empty.
"They need to chill out with those,” said a frustrated Jim Engineer, a public relations executive waiting for a flight out of New York’s LaGuardia. "Charging for a glass of water and seats just translates into unhappy customers.”
Passengers are finding it’s a lot easier for the airlines to add the fees than to take them away.
"They’re going to keep nudging them up until they run into market resistance,” said Ed Perkins, a contributing editor at the Web site Smarter Travel.
That’s what happened at US Airways.
It tried for seven months to charge for soda and water but gave up in March after no other airlines took up the idea. And Delta scaled back a plan to charge $50 to check a second bag on all international flights. Instead, the charge will apply only on flights to Europe.
by the associated press
Monday, June 15, 2009
FAA New safety rules
WASHINGTON — Federal aviation regulators and airlines Monday agreed to take emergency actions to improve safety at regional carriers in response to concerns over poor piloting and fatigue in recent accidents.
Using unusually tough language, Federal Aviation Administration (FAA) chief Randy Babbitt said that safety among the smaller airlines is not always equal to their major counterparts, and he vowed to use his position to increase pressure for broad improvements.
"The last few months, quite frankly, are an indication that some things aren't right," said Babbitt, who took office just two weeks ago.
USA TODAY INVESTIGATION: Pilots in crashes had failed multiple tests
A hearing last month into a regional airline crash near Buffalo on Feb. 12 that killed 50 people revealed that the pilots had been chatting about work conditions during a critical phase of flight — a violation of federal rules. The pilots also had not gotten a full night's rest before reporting to work. The captain had previously failed five tests of his piloting skills.
After a day-long meeting with about 50 government, union and airline officials, the FAA said it plans to:
• Write new regulations on how many hours pilots can work. Several efforts in recent decades have failed, but Babbitt said, "We will get a new rule."
• Pressure all airlines to adopt safety programs that closely monitor data from every flight.
All the major carriers use such programs, but many regional carriers do not.
• Improve the ability of airlines to research the flying records of pilots before they are hired. Currently, airlines are only required to look at a prospective pilot's records at other carriers for the past five years. USA TODAY reported last week that at least one pilot in eight of the last nine regional airline accidents had previously failed multiple flight tests.
• Conduct a review by airlines and pilot unions into pilot training.
Babbitt acknowledged that the actions were all either voluntary or new rules that could take years to finalize. But he insisted that he would pressure carriers to ensure action. "Voluntary means now," he said.
The FAA will continue to schedule meetings with airlines on safety in the coming months, said Transportation Secretary Ray LaHood.
While safety experts said airlines deserve credit for making many voluntary improvements, they said the FAA also needs to follow up with tough enforcement.
"In a perfect world, these are wonderful ideas," said Michael Barr, an aviation safety instructor at the University of Southern California. "But I doubt the regionals can do all that without strong FAA oversight."
Regional airlines, which mostly operate under contract to major carriers, fly half of all flights and carry about 20% of passengers.
from usa today
Using unusually tough language, Federal Aviation Administration (FAA) chief Randy Babbitt said that safety among the smaller airlines is not always equal to their major counterparts, and he vowed to use his position to increase pressure for broad improvements.
"The last few months, quite frankly, are an indication that some things aren't right," said Babbitt, who took office just two weeks ago.
USA TODAY INVESTIGATION: Pilots in crashes had failed multiple tests
A hearing last month into a regional airline crash near Buffalo on Feb. 12 that killed 50 people revealed that the pilots had been chatting about work conditions during a critical phase of flight — a violation of federal rules. The pilots also had not gotten a full night's rest before reporting to work. The captain had previously failed five tests of his piloting skills.
After a day-long meeting with about 50 government, union and airline officials, the FAA said it plans to:
• Write new regulations on how many hours pilots can work. Several efforts in recent decades have failed, but Babbitt said, "We will get a new rule."
• Pressure all airlines to adopt safety programs that closely monitor data from every flight.
All the major carriers use such programs, but many regional carriers do not.
• Improve the ability of airlines to research the flying records of pilots before they are hired. Currently, airlines are only required to look at a prospective pilot's records at other carriers for the past five years. USA TODAY reported last week that at least one pilot in eight of the last nine regional airline accidents had previously failed multiple flight tests.
• Conduct a review by airlines and pilot unions into pilot training.
Babbitt acknowledged that the actions were all either voluntary or new rules that could take years to finalize. But he insisted that he would pressure carriers to ensure action. "Voluntary means now," he said.
The FAA will continue to schedule meetings with airlines on safety in the coming months, said Transportation Secretary Ray LaHood.
While safety experts said airlines deserve credit for making many voluntary improvements, they said the FAA also needs to follow up with tough enforcement.
"In a perfect world, these are wonderful ideas," said Michael Barr, an aviation safety instructor at the University of Southern California. "But I doubt the regionals can do all that without strong FAA oversight."
Regional airlines, which mostly operate under contract to major carriers, fly half of all flights and carry about 20% of passengers.
from usa today
Tuesday, June 9, 2009
Hudson River landing radio flight landing communications
Transcript released Tuesday of cockpit and radio communications from US Airways Flight 1549, which landed in the Hudson River on Jan. 15 after striking a flock of geese. The transcript was provided by the National Transportation Safety Board. (In the transcript Flight 1549 is sometimes mistakenly referred to as 1539 and 1529.)
___
Capt. Chesley Sullenberger (15:26:37): Uh what a view of the Hudson today.
First Officer Jeffrey Skiles (15:26:42): yeah.
Skiles (15:26:52): Flaps up please, after takeoff checklist.
Sullenberger (15:26:54): Flaps up.
Sullenberger (15:27:07): After takeoff checklist complete.
Sullenberger (15:27:10.4): Birds.
Skiles (15:27:11): Whoa.
(15:27:11.4): (Sound of thump/thud(s) followed by shuddering sound.)
Skiles (15:27:12): oh (expletive).
Sullenberger (15:27:13): Oh yeah.
(15:27:13): (Sound similar to decrease in engine noise/frequency begins.)
Skiles (15:27:14): Uh oh.
Sullenberger (15:27:15): We got one rol — both of 'em rolling back.
(15:27:18): (Rumbling sound begins and continues until approximately 15:28:08.)
Sullenberger (15:27:18.5): Ignition, start.
___
Sullenberger (15:27:32.9): Mayday mayday mayday. Uh this is uh Cactus fifteen thirty nine hit birds, we've lost thrust (in/on) both engines we're turning back towards LaGuardia.
LaGuardia departure control (15:27:42): Ok uh, you need to return to LaGuardia? Turn left heading of uh two two zero.
(15:27:43): (Sound similar to electrical noise from engine igniters begins.)
___
Skiles (15:28:02): Airspeed optimum relight. Three hundred knots. we don't have that.
Flight warning computer (15:28:03): (Sound of single chime.)
Sullenberger (15:28:05): We don't.
Departure control (15:28:05): Cactus fifteen twenty nine, if we can get it for you do you want to try to land runway one three?
Skiles (15:28:05): If three nineteen...
Sullenberger (15:28:10.6): We're unable. We may end up in the Hudson.
___
Departure control (15:28:31): Arright Cactus fifteen forty nine it's gonna be left traffic for runway three one.
Sullenberger (15:28:35): Unable.
Traffic Collision Avoidance System (15:28:36): Traffic traffic.
Departure control (15:28:36): Okay, what do you need to land?
Skiles (15:28:37): (He wants us) to come in and land on one three ... for whatever.
Predictive Windshear System (15:28:45): Go around. Windshear ahead.
Skiles (15:28:45): FAC (Flight Augmentation Computer) one off, then on.
Departure control (15:28:46): Cactus fifteen (twenty) nine runway four's available if you wanna make left traffic to runway four.
Sullenberger (15:28:49.9): I'm not sure we can make any runway. Uh what's over to our right anything in New Jersey maybe Teterboro?
Departure control (15:28:55): Ok yeah, off your right side is Teterboro airport.
Traffic Collision Avoidance System (15:28:59): Monitor vertical speed.
Skiles (15:29:00): No relight after thirty seconds, engine master one and two confirm ...
Departure control (15:29:02): You wanna try and go to Teterboro?
Sullenberger (15:29:03): Yes.
___
Sullenberger (over public address system) (15:29:11): This is the Captain brace for impact.
___
Departure control (15:29:21): Cactus fifteen twenty nine turn right two eight zero, you can land runway one at Teterboro.
Skiles (15:29:21): Is that all the power you got? ... (Wanna) number one? Or we got power on number one.
Sullenberger (15:29:25): We can't do it.
Sullenberger (15:29:26): Go ahead, try number one.
Departure control (15:29:27): Kay which runway would you like at Teterboro?
Flight Warning Computer (15:29:27): (Sound of continuous repetitive chime for 9.6 seconds.)
Sullenberger (15:29:28): We're gonna be in the Hudson.
Departure control (15:29:33): I'm sorry say again Cactus?
___
Departure control (15:29:53): Cactus fifteen forty nine radar contact is lost you also got Newark airport off your two o'clock in about seven miles.
Enhanced Ground Proximity Warning system (15:29:55): Pull up. Pull up. Pull up. Pull up. Pull up. Pull up.
Skiles (15:30:01): Got flaps out.
Skiles (15:30:03): Two hundred fifty feet in the air.
Ground Proximity Warning System (15:30:04): Too low. Terrain.
Ground Proximity Warning System (15:30:06): Too low. Gear.
Skiles (15:30:06): Hundred and seventy knots.
Skiles (15:30:09): Got no power on either one? Try the other one.
Radio from another plane (15:30:09): Two one zero uh forty seven eighteen. I think he said he's going in the Hudson.
___
Enhanced Ground Proximity Warning system (15:30:15): Caution terrain.
Skiles (15:30:16): Hundred and fifty knots.
Skiles (15:30:17): Got flaps two, you want more?
Sullenberger (15:30:19): No lets stay at two.
Sullenberger (15:30:21): Got any ideas?
Departure control (15:30:22): Cactus fifteen twenty nine if you can uh .... you got uh runway uh two nine available at Newark it'll be two o'clock and seven miles.
Enhanced Ground Proximity Warning system (15:30:23): Caution terrain.
Skiles (15:30:23): Actually not.
Enhanced Ground Proximity Warning system (15:30:24): Terrain terrain. Pull up. Pull up. ("pull up" repeats until the end of the recording).
Sullenberger (15:30:38): We're gonna brace.
by the associated press
___
Capt. Chesley Sullenberger (15:26:37): Uh what a view of the Hudson today.
First Officer Jeffrey Skiles (15:26:42): yeah.
Skiles (15:26:52): Flaps up please, after takeoff checklist.
Sullenberger (15:26:54): Flaps up.
Sullenberger (15:27:07): After takeoff checklist complete.
Sullenberger (15:27:10.4): Birds.
Skiles (15:27:11): Whoa.
(15:27:11.4): (Sound of thump/thud(s) followed by shuddering sound.)
Skiles (15:27:12): oh (expletive).
Sullenberger (15:27:13): Oh yeah.
(15:27:13): (Sound similar to decrease in engine noise/frequency begins.)
Skiles (15:27:14): Uh oh.
Sullenberger (15:27:15): We got one rol — both of 'em rolling back.
(15:27:18): (Rumbling sound begins and continues until approximately 15:28:08.)
Sullenberger (15:27:18.5): Ignition, start.
___
Sullenberger (15:27:32.9): Mayday mayday mayday. Uh this is uh Cactus fifteen thirty nine hit birds, we've lost thrust (in/on) both engines we're turning back towards LaGuardia.
LaGuardia departure control (15:27:42): Ok uh, you need to return to LaGuardia? Turn left heading of uh two two zero.
(15:27:43): (Sound similar to electrical noise from engine igniters begins.)
___
Skiles (15:28:02): Airspeed optimum relight. Three hundred knots. we don't have that.
Flight warning computer (15:28:03): (Sound of single chime.)
Sullenberger (15:28:05): We don't.
Departure control (15:28:05): Cactus fifteen twenty nine, if we can get it for you do you want to try to land runway one three?
Skiles (15:28:05): If three nineteen...
Sullenberger (15:28:10.6): We're unable. We may end up in the Hudson.
___
Departure control (15:28:31): Arright Cactus fifteen forty nine it's gonna be left traffic for runway three one.
Sullenberger (15:28:35): Unable.
Traffic Collision Avoidance System (15:28:36): Traffic traffic.
Departure control (15:28:36): Okay, what do you need to land?
Skiles (15:28:37): (He wants us) to come in and land on one three ... for whatever.
Predictive Windshear System (15:28:45): Go around. Windshear ahead.
Skiles (15:28:45): FAC (Flight Augmentation Computer) one off, then on.
Departure control (15:28:46): Cactus fifteen (twenty) nine runway four's available if you wanna make left traffic to runway four.
Sullenberger (15:28:49.9): I'm not sure we can make any runway. Uh what's over to our right anything in New Jersey maybe Teterboro?
Departure control (15:28:55): Ok yeah, off your right side is Teterboro airport.
Traffic Collision Avoidance System (15:28:59): Monitor vertical speed.
Skiles (15:29:00): No relight after thirty seconds, engine master one and two confirm ...
Departure control (15:29:02): You wanna try and go to Teterboro?
Sullenberger (15:29:03): Yes.
___
Sullenberger (over public address system) (15:29:11): This is the Captain brace for impact.
___
Departure control (15:29:21): Cactus fifteen twenty nine turn right two eight zero, you can land runway one at Teterboro.
Skiles (15:29:21): Is that all the power you got? ... (Wanna) number one? Or we got power on number one.
Sullenberger (15:29:25): We can't do it.
Sullenberger (15:29:26): Go ahead, try number one.
Departure control (15:29:27): Kay which runway would you like at Teterboro?
Flight Warning Computer (15:29:27): (Sound of continuous repetitive chime for 9.6 seconds.)
Sullenberger (15:29:28): We're gonna be in the Hudson.
Departure control (15:29:33): I'm sorry say again Cactus?
___
Departure control (15:29:53): Cactus fifteen forty nine radar contact is lost you also got Newark airport off your two o'clock in about seven miles.
Enhanced Ground Proximity Warning system (15:29:55): Pull up. Pull up. Pull up. Pull up. Pull up. Pull up.
Skiles (15:30:01): Got flaps out.
Skiles (15:30:03): Two hundred fifty feet in the air.
Ground Proximity Warning System (15:30:04): Too low. Terrain.
Ground Proximity Warning System (15:30:06): Too low. Gear.
Skiles (15:30:06): Hundred and seventy knots.
Skiles (15:30:09): Got no power on either one? Try the other one.
Radio from another plane (15:30:09): Two one zero uh forty seven eighteen. I think he said he's going in the Hudson.
___
Enhanced Ground Proximity Warning system (15:30:15): Caution terrain.
Skiles (15:30:16): Hundred and fifty knots.
Skiles (15:30:17): Got flaps two, you want more?
Sullenberger (15:30:19): No lets stay at two.
Sullenberger (15:30:21): Got any ideas?
Departure control (15:30:22): Cactus fifteen twenty nine if you can uh .... you got uh runway uh two nine available at Newark it'll be two o'clock and seven miles.
Enhanced Ground Proximity Warning system (15:30:23): Caution terrain.
Skiles (15:30:23): Actually not.
Enhanced Ground Proximity Warning system (15:30:24): Terrain terrain. Pull up. Pull up. ("pull up" repeats until the end of the recording).
Sullenberger (15:30:38): We're gonna brace.
by the associated press
Thursday, May 7, 2009
Packing your pet for air-time travel
NEW YORK — We dress them up. We feed them gourmet foods. We treat them like members of the family. So when we have to fly — whether it be on vacation or to grandma’s house, our pets are often a first-class priority.
Bringing animals on flights has become more commonplace in recent years, but some airlines now have strict regulations — and even stricter prices. But with increasing concern for the welfare of canine and feline alike, there are a growing number of options to transport pets. And some airlines can be more pet-friendly than others.
AirTran, Spirit and JetBlue only allow pets to fly in the cabin. That’s great for animal lovers who argue that precious pets shouldn’t be relegated to the cargo hold, but not so great for owners with medium or large dogs. Pups in the cabin must be able to fit in a carrier small enough to slide under the seat in front of you during flight. US Airways only allows pets in the cabin, but they will permit them as checked baggage for nonstop US Airways Shuttle flights between Boston, New York and Washington. For pets traveling in the cabin, AirTran charges the least among big carriers at $69. Most U.S. airlines charge between $100 and $125, but bringing a pet in the cabin on Delta and Northwest flights costs $150.
For those traveling as checked baggage, Delta and Northwest are the most expensive at $275. The least expensive in this category are Alaska Airlines and Midwest at $100, and Frontier which prices its checked pets fees between $100 and $200.
Frontier only allows pets as checked baggage. Southwest doesn’t allow pets at all, except for service animals.
While some incidents can’t be avoided, preparation, experts say, is the key to having a safe and uneventful flight.
by the associated press
Bringing animals on flights has become more commonplace in recent years, but some airlines now have strict regulations — and even stricter prices. But with increasing concern for the welfare of canine and feline alike, there are a growing number of options to transport pets. And some airlines can be more pet-friendly than others.
AirTran, Spirit and JetBlue only allow pets to fly in the cabin. That’s great for animal lovers who argue that precious pets shouldn’t be relegated to the cargo hold, but not so great for owners with medium or large dogs. Pups in the cabin must be able to fit in a carrier small enough to slide under the seat in front of you during flight. US Airways only allows pets in the cabin, but they will permit them as checked baggage for nonstop US Airways Shuttle flights between Boston, New York and Washington. For pets traveling in the cabin, AirTran charges the least among big carriers at $69. Most U.S. airlines charge between $100 and $125, but bringing a pet in the cabin on Delta and Northwest flights costs $150.
For those traveling as checked baggage, Delta and Northwest are the most expensive at $275. The least expensive in this category are Alaska Airlines and Midwest at $100, and Frontier which prices its checked pets fees between $100 and $200.
Frontier only allows pets as checked baggage. Southwest doesn’t allow pets at all, except for service animals.
While some incidents can’t be avoided, preparation, experts say, is the key to having a safe and uneventful flight.
by the associated press
Monday, April 6, 2009
Airline customer complaints decreasing
Airlines carried fewer people last year, but did a better job for those who did fly.
The rates of lost bags, late arrivals, passengers bumped from overbooked flights and consumer complaints all declined, private researchers say in their annual study of airline quality, based on government statistics.
While the industry had its best overall performance in the ratings in four years, the picture was not entirely rosy.
High fuel costs and a poor economy led many airlines to reduce schedules, raise ticket prices, jettison frills and put in place fees for everything from luggage to pillows.
Nevertheless, consumer complaints for the 17 airlines included in the study dipped from 1.42 per 100,000 passengers in 2007 to 1.15 in 2008. Southwest Airlines had the best rate, only 0.25 complaints per 100,000 passengers; US Airways had the worst rate, 2.25.
Flights still late
Half of all complaints involved baggage or flight problems such as cancellations, delays or other schedule deviations.
The average on-time performance last year was 3 percentage points better than the year before, yet nearly one-quarter of all flights were late. The study being released today said 12 airlines improved from the previous year, but only three airlines had better than an 80 percent on-time rate.
American Airlines, the nation’s largest air carrier as measured by passengers flown the most miles, had the worst record, arriving on time only 69.8 percent of the time.
The overall rate of passengers denied boardings — usually bumpings due to overbooking — dipped slightly, from 1.14 per 10,000 passengers to 1.1 in 2008. Jet Blue had the lowest rate for the second year in a row, 0.01 per 10,000 passengers; Atlantic and Southwest had the highest rate, 3.89.
Bags handled better
All the airlines did a better job handling passengers’ baggage. The mishandled baggage rate fell from 7.01 bags per 1,000 passengers in 2007 to 5.19 bags in 2008.
AirTran Airways did the best, with 2.87 mishandled bags per 1,000 passengers; American Eagle Airlines did the worst, at 9.89.
The study is based on Transportation Department statistics for airlines that carry at least 1 percent of the passengers who flew domestically last year. The research is sponsored by the Aviation Institute at the University of Nebraska at Omaha and by Wichita State University in Kansas.An overall ranking of the 17 airlines based on their combined performance in four categories was to be released today. The improved performance was not surprising because 2007 was the worst year for airlines in the study, said co-author Dean Headley, an associate professor of marketing at Wichita State.
The aviation system suffered close to a meltdown in 2007 as domestic carriers reported 770 million passengers in the busiest year for air travel since before the attacks of Sept. 11, 2001. Aviation experts said the air transport system had reached capacity.
There were 741 million passengers in 2008, and airlines are reporting weak travel demand through the first quarter of this year,
That new system is forecast to increase air transportation system capacity by enabling planes to fly closer together and more directly to their destinations, saving time and fuel.
" It’s crazy to think we can keep going the way we were going with the volume of planes we have in the air,” Headley said.
The rates of lost bags, late arrivals, passengers bumped from overbooked flights and consumer complaints all declined, private researchers say in their annual study of airline quality, based on government statistics.
While the industry had its best overall performance in the ratings in four years, the picture was not entirely rosy.
High fuel costs and a poor economy led many airlines to reduce schedules, raise ticket prices, jettison frills and put in place fees for everything from luggage to pillows.
Nevertheless, consumer complaints for the 17 airlines included in the study dipped from 1.42 per 100,000 passengers in 2007 to 1.15 in 2008. Southwest Airlines had the best rate, only 0.25 complaints per 100,000 passengers; US Airways had the worst rate, 2.25.
Flights still late
Half of all complaints involved baggage or flight problems such as cancellations, delays or other schedule deviations.
The average on-time performance last year was 3 percentage points better than the year before, yet nearly one-quarter of all flights were late. The study being released today said 12 airlines improved from the previous year, but only three airlines had better than an 80 percent on-time rate.
American Airlines, the nation’s largest air carrier as measured by passengers flown the most miles, had the worst record, arriving on time only 69.8 percent of the time.
The overall rate of passengers denied boardings — usually bumpings due to overbooking — dipped slightly, from 1.14 per 10,000 passengers to 1.1 in 2008. Jet Blue had the lowest rate for the second year in a row, 0.01 per 10,000 passengers; Atlantic and Southwest had the highest rate, 3.89.
Bags handled better
All the airlines did a better job handling passengers’ baggage. The mishandled baggage rate fell from 7.01 bags per 1,000 passengers in 2007 to 5.19 bags in 2008.
AirTran Airways did the best, with 2.87 mishandled bags per 1,000 passengers; American Eagle Airlines did the worst, at 9.89.
The study is based on Transportation Department statistics for airlines that carry at least 1 percent of the passengers who flew domestically last year. The research is sponsored by the Aviation Institute at the University of Nebraska at Omaha and by Wichita State University in Kansas.An overall ranking of the 17 airlines based on their combined performance in four categories was to be released today. The improved performance was not surprising because 2007 was the worst year for airlines in the study, said co-author Dean Headley, an associate professor of marketing at Wichita State.
The aviation system suffered close to a meltdown in 2007 as domestic carriers reported 770 million passengers in the busiest year for air travel since before the attacks of Sept. 11, 2001. Aviation experts said the air transport system had reached capacity.
There were 741 million passengers in 2008, and airlines are reporting weak travel demand through the first quarter of this year,
That new system is forecast to increase air transportation system capacity by enabling planes to fly closer together and more directly to their destinations, saving time and fuel.
" It’s crazy to think we can keep going the way we were going with the volume of planes we have in the air,” Headley said.
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