Ask the Pilot: Top 5 Reasons for Lost Baggage

You are standing at the baggage claim waiting for your bag, every other passenger has walked away and the belt has stopped, but you’re bag hasn’t arrived. After a few minutes of waiting you walk over to your airline’s baggage services desk and complain that your bag has not arrived. They ask to see your baggage identification stub and record the information about the type of bag, color, and where you can be reached. They ensure you that as soon as it arrives it will be delivered to you. Little consolation when you have a business meeting, wedding, or as in my case, two months of Officer Candidate School waiting for you that very day. 

So how do these bags get lost in the airline abyss for hours or even days? 

 

Reason #1: Either you checked in too late or had too close of a connecting flight.I know you don’t want to hear it, however, usually the culprit is a passenger who leaves the airline little time to process the bag through the TSAand sort it onto a flight or else books themselves a close connection in a city that does not allow enough time for their baggage to be transferred. In some airports such as Denver or Chicago, bags may have to travel close to a mile from the point where you checked in to the point they are loaded into the airplane. In addition, the time it takes for the TSA to screen and transfer bags to the airline may be lengthened at peak times or if there are equipment problems or something suspicious in your bag. When making a connection, your bags have to travel further than you in most cases. Bags are usually unloaded from an aircraft and taken to a central sorting facility where they are then collected by ramp personnel for the connecting flight. So if your bags make it to the sort late, the person collecting them for your next flight may have already left to ensure the bags he has are loaded in time for an on-time departure.

 

Reason #2: Weight Restriction
Due to new weight policies enacted by the FAA, airlines have become much more limited in how much cargo they can carry. The FAA recently changed what is known as a standard passenger weight from 170 to 190 pounds. This 20 pound increase may not sound like much but when multiplied even over 50 people, that’s 1000 pounds less the airplane cannot carry in cargo. Many flights have to make the decision whether to leave passengers or leave baggage. In most cases, it’s easier and more time efficient to leave the baggage.

 

Reason #3: Smaller Airplanes
With the increased use of regional jets by airlines, the amount of baggage space available is in some cases extremely limited. This is compounded by the need to “gate check” bags that are too large for the smaller overhead bins, thus creating even more baggage in the cargo compartment. Unfortunately there is no easy way for the airlines to fix this problem due to the economics of using smaller jets, however I can say that all “gate checked” bags will make it to their final destination whereas regular checked bags may not.

 

Reason #4: Carelessness
Sometimes the ramp personnel are just plain careless. I can’t tell you how many times I’ve seen a baggage cart drive off and have a bag or two fall off only to be left behind. In most cases they are quickly collected and make it to their destination successfully, however in some cases they sit for even 15 minutes which may be too long to make it to the plane they need to be on. In other cases, ticket agents may take the wrong tag and put it on your bag, sending it to Alaska instead of Alabama. Always check the tag before giving your bag to the TSA. It should have your name, the destination and all stops in between listed.

 

Reason #5: Many Bags Look Alike
I am guilty. I have taken another person’s bag off of the carousel, and walked out onto the curb waiting for pick-up only to realize I have the wrong bag. It’s easy to do in an age when everyone has a black rollaboard suitcase. It may also be the reason you don’t have your bag at the baggage claim. This is mostly a non-malicious act of carelessness by whomever took your bag, but nonetheless frustrating. Again, double check your bag every time you go to pick it up.

 

To combat these problems, the airlines are moving towards real-time baggage tracking. United’s E-Bag system scans every bag as it leaves or enters an aircraft, and every time that it is transferred to a new portion of the airport. Using this technology they can look up your bag’s ID number and tell you where it was last scanned, as well as send an alert to the manager at that city to ensure that it is promptly processed. Many other airlines have a similar method of baggage tracking.

 

In my case the culprit was weight restriction and a 50-seat regional jet. There were 15 of us on the same flight going to the same school, each with two large Army duffel bags that just didn’t fit. They were too big to fit in the cargo hold and too heavy for the airplane to take all of them. They did arrive 36 hours later.

 

I want to hear your story about lost bags!  Was it timing, carelessness, or did someone walk away with your bag?  Let us know and leave a comment.

“We have a runner!”

Runner (n.) – Term used by airline personnel to identify a person running to a departure gate in an attempt to make a flight that has already departed.

Missed your flight?It seems like everyday someone asks if the flight they are connecting to will be held for them. Missed connections are becoming more and more common with the increase in airline delays. However, just because the airline knows you are going to be late, and they do know, doesn’t mean they will hold the flight for you.

With sophisticated computer systems, the airlines always know when a passenger will not make their connection. They can see exactly where you are coming in from, what gate you are going to, and how late you will be. If you are going to be any more than possibly 5 or so minutes late, they will most likely leave without you. This is because of the cascade effect that delays have on the airline. If the next flight you are supposed to get on is delayed 30 minutes for you, that means that airplane arrives 30 minutes late at every destination throughout the day.In addition, passenger connections are considered a “controllable” delay. This means that the airline consciously delayed the flight and the delay was not outside of their control. Controllable delays are recorded differently when it comes time to report them to the government, thus impacting their official on-time status.

So next time you are going to be late, the question should be how to get to your destination the fastest if you don’t make your connection. Chances are you will already be rebooked by the airline even before you touch the ground.

Ask the Pilot: Airline Rank Structure

You hear it every flight, the introduction of the Captain and First Officer of your flight, but did you ever stop to ask, “What’s the rank all about?”

The captain of an airplane is what the FAA calls the Pilot-In-Command. They are the pilot responsible for everything that occurs onboard their airplane during flight. This includes all paperwork, safety-of-flight issues, customer service, and crew member issues. The captain is quite literally the final authority on everything that happens.

The first officer is directly responsible to the captain and is there to both assist the captain with his duties and to assist in flying the aircraft. Just like the captain, the first officer is a fully trained and certified pilot on that aircraft. He/She is responsible for any tasks delegated to them by the captain. These tasks usually involve pre-flight and post-flight inspections of the airplane, weight & balance and performance calculations, and running aircraft checklists. Unless rare circumstances exist, all pilots are hired by an airline as a first officer. It is the entry-level airline position and is designed as an experience builder.

The origin of the 4-stripe captain rank and the 3-stripe first officer rank comes from the Navy. In the early years of air travel, pilots were given this rank system to help differentiate them to passengers and crew. As the pilots have become less and less visible in recent years due to security regulations, the insignia have become slightly less important to passengers.During normal operations, the captain and first officer switch off flying the airplane each flight. When in the air, the designation changes in the flight deck to “Pilot Flying” and “Pilot-Not-Flying”. Either pilot may assume either role. The pilot flying will be in control of the airplane from takeoff to touchdown, and the pilot-not-flying will assume the duties of monitoring the radios and assisting the pilot flying.

For most airlines it takes about 6-10 years for a first officer to accrue enough seniority within the company to upgrade from first officer to captain. By that time the first officer has acquired enough flight time and experience in that aircraft to be competent and safe a captain.

United Making Smart Fuel Decision

Yesterday, United announced that it may have to ground up to 100 airplanes in response to growing fuel prices. Today, the airline took an even better step by adding fuel surcharges to most domestic tickets sold. Passing the cost to the consumer is the only way that airlines will be able to keep up with fuel costs and remain profitable in the future.

The average large airliner uses 500-1,500 gallons of fuel every hour that it is in the air. Until now, airlines have been able to absorb the increased fuel costs by changing they way they fly to save fuel. Now with $3.00 per gallon fuel prices, it is impossible to offset growing costs. Instead, all airlines need to take United’s lead and start passing rising costs on to consumers.

When the price of fuel goes up, the price to ship a package via UPS, FedEX, or the US Postal Service goes up. Milk prices have risen along with countless other items that are shipped to stores. All of these price increases are the result of companies passing on their increased costs to consumers. Airlines should be no different.

The average US flier has enjoyed the same air fares for roughly the last 30 years. Fares have not gone up with inflation or changed due to increasing or weakening demand. A ticket that cost $100 in the late 1970′s probably costs right about $100 today give or take a few dollars. Airlines have been unwilling to increase fares due the rise of internet bookings where passengers are automatically shown the lowest price flights first and are much more willing to buy the first fare they see. Prices have also stagnated because of reduced demand following 2001. As a way to lure more passengers to air travel, airlines kept fares low. Now airlines are afraid to unilaterally raise fares and risk losing business to other air carriers.

It is time for prices to go up and for the cost of airline tickets to accurately reflect what it costs to fly and airplane across the country. Other airlines need to take note and start passing their real costs of business on to the consumer. Only then will the industry complete its turnaround and the airline will once again be profitable.

Turnaround in the Works?

After getting hammered by growing fuel costs through three quarters of 2008, is the airline industry staging a comeback?  Just this week, United announced it was rolling back its increased second bag fee, fuel surcharges were removed from most frequent flier programs, and web and phone booking fees also took a tumble.

The quick fall of jet-fuel prices over the last month has certainly helped the airline pocketbooks, but it may be a little too premature to say what will happen long term.  Knee jerk reactions to immediately changing market conditions are a hallmark of the airline industry and the pattern that usually gets it into trouble.

If the airlines are going to move towards long-term profitability, they must make flying enjoyable again.  While this doesn’t mean they need to return to providing ever available service for free, they need to make their services more enjoyable overall.  If an airline wants to sell a meal, make it a substantial meal equal to those served in first class or on international flights.  If they want to sell beverages, make them 20 oz bottles, or bring the prices in-line with vending machines and other sources.

Another way to entice travelers to fly is ensuring quality customer service.  This starts with increasing morale and increasing wages to front-line employees.  Airlines have stopped caring about their own people which are ultimately what make the bottom line grow.  Quality customer service is the number one reason I hear for travelers selecting the airline they are flying on.  I have met more travelers that avoid certain airlines due to customer service than any other reason.

I have NEVER heard anyone say “I don’t fly XYZ Airlines because generally their prices are too high.”

While these changes will cause a small increase in overall expenses, the benefit could be huge for the airline.  I may just buy a $5 plate of food, but I sure won’t buy a $5 bag of mixed nuts I was recently offered.

ATA Airlines Files Chapter 11, Ends Service

For the third time in just two weeks an airline has run itself out of business.  Today ATA announced that it had discontinued all flights and would be letting nearly all of its employees go.

ATA Takeoff ATA was once the nation’s 10th largest air carrier, and for the last four years had partnered with Southwest to provide service to Mexico and Hawaii under a code-sharing agreement.  The end was abrupt, with most passengers and employees finding out at the last minute.  Employees in Hawaii were notified as they were preparing for the last flight out Wednesday night.  Passengers at Chicago’s Midway Airport were greeted by signs at the ticket counter.

Although a relatively minor player in the airline market, ATA’s demise will be felt.  Southwest has abruptly lost its ability to sell tickets to popular destinations outside the 48 states, and Hawaii has lost another source of mainland flying.  In Hawaii, fares could jump even higher as diminished competition leaves the door open.  For Southwest, it means the acceleration of programs to allow them to fly internationally on their own.  And for consumers it means canceled flights, re-bookings, and less competition.

As the price of fuel keeps rising ATA is likely not the last victim.  We wish its nearly 2,200 employees good luck.

FAA Too Cozy With Airlines Lawmakers Say

FAA LogoAccording to Rep. James Oberstar (D-Minn.) the FAA is too close to the airlines that it regulates.  Recent accusations by whistle-blowers indicate that the FAA has overlooked many inspections and oversight due to tight relationships with airlines and not wanting to hurt airline economics.

 Today the FAA spent time in front of Congress defending itself and its practices.  The main evidence it uses is the recent $10.4 million fine proposed against Southwest Airlines for flying aircraft that had not been properly inspected.  The FAA has also stepped up inspections at other major airlines in light of the accusations, putting pressure on the industry to make sure everything is right.

This is serious problem for the FAA.  On one hand it is charged with oversight and safety in the airline industry.  On the other hand it must promote air travel and assist airlines. 

Instead of solely focusing on maintenance and aircraft inspections the FAA should focus most of its energy on human factors and crew fatigue.  It has been many years since a purely mechanically related airline accident, however human error and fatigue incidents continue to plague the industry.

The FAA is doing the right thing in stepping up, now it just needs to get priorities in line and work to make our safety record even better.

Southwest Eyes International Market

Following the trend of almost every other major US airline, Southwest has started to look into offering service to international destinations. Long a holdout on international routes, domestic price pressures and lackluster earnings on new domestic routes could be the driving factor in looking abroad. In addition, the US market has become nearly saturated.

Delta, Northwest, United, US Airways, and American Airlines have all gone international in their efforts to turn business around and turn a profit. International routes can command higher ticket prices, and there is usually less competition on routes. Airlines are also less likely to get into ticket pricing wars on international routes since carriers generally have a lot to lose from just a little bit of business.

Southwest has long been a holdout on the international scene, focusing instead on opening up more US point-to-point destinations that it has become known for. This strategy has served the airline well for the last 30 years, however declining revenues on its newest routes and expired fuel hedges are starting to take a toll on the airline. Over the last year it has repeatedly lowered earnings expectations and even bought employees into early retirement to trim its work force.

Southwest has been code-sharing with partner ATA for flights to Hawaii which both helped ATA out of a precarious Chapter 11 situation and gave Southwest more gate space at its Chicago-Midway “hub”. It seems like a natural progression for ATA to start code-sharing European flights with Southwest and possibly use some of its larger wide-body airplanes for flights to Asia. This agreement has proved fruitful for both carriers in the past and there is no reason to believe it could not continue.

In addition to mentions of code-sharing, Southwest mentioned that it is considering using its own planes to fly to international destinations after 2010. This would probably be limited to Canada, Mexico, and South America unless Southwest decides to expand its fleet to larger aircraft. This seems unlikely since the airline is able to keep operating costs low with common maintenance and flight crew training for its entire fleet of aircraft.

This development will not cause much upheaval in the long-haul market, but may be significant for carriers such as Frontier, AirTran, and Spirit who are direct competitors with Southwest and offer flights to other countries. Southwest has been slowly moving towards international flying by upgrading its airplane’s navigational capabilities which is probably the only reason to delay international flying until 2010.

Southwest execs see ‘significant opportunity’ in international routes (USA Today)