Copyright: Chris Lamphear
Using the most recent update from the DoT, we compiled this model, which was previously a one-pager. We added three more pages to give readers an idea of how valuable the data can be. (Also, to give you a reason to consider subscribing and accessing all the models.) Please note the pandemic throws off the 2020 data considerably.
- Page 1 – Offers an overall picture. You can add a departure airport and destination airport to see how airlines serving the market are doing.
- Page 2 – Some metrics by airline and aircraft type. (Single-aisles only from here on)
- Page 3 – By airline, comparing the number of flights and the average stage length. Also, a chart on aircraft speed over time. Selecting each airline provides you with fascinating views – notice how United flies slower and has for years.
- Page 4 – Average speed by the airline, where you select the aircraft type. Another intriguing look at US airline ops.
We take every opportunity to point out just how much the delays cost. You would think Wall Street would talk more about this. Airline management typically says there’s nothing they can do and blames airports and ATC. Maybe they have a point – but what are they doing to alleviate these costs?
This table is our estimate of the delay costs. We calculate the average arrival delay from the On-Time data and get operational costs per minute from Form 41. If you multiply these costs against the flight volume, and you are an airline stockholder, you might start to feel intense chest pain. It is serious “lost money” – most US airlines could pay cash for a few new aircraft every quarter because of delay costs.
Think we’re exaggerating? Here’s American Airlines President Robert Isom, when he was a senior officer at US Airways, talking about the delay costs. This is why we love doing videos at media events. The video dates back to 2013, and what has the industry done to improve its on-time performance? It is a fair question. How’s that chest pain?
