The international airline consortium oneworld, which includes American Airlines and British Airways, this week lost one member and had an applicant postpone membership. On Thursday, Hungarian flag carrier Malév suspended operations:
Malev, the state-owned Hungarian airline, ceased flying with debts of €205 million after the government withdrew financing. The airline, which was placed under bankruptcy protection earlier this week, stopped operating all fights at 06.00 this morning.
Ryanair today announced that it will base four new Boeing 737-800 series aircraft at Budapest Airport commencing on Friday 17th February and open 31 new routes, “subject to reaching final agreement with Budapest Airport today on costs, facilities and handling”.
Then, Kingfisher Airlines said it needs more time to get its financial house in order before joining the alliance:
oneworld CEO Bruce Ashby said: "These are turbulent times for the airline industry in India and many other parts of the world. We have been working closely with Kingfisher Airlines over the past months and it has become increasingly clear recently that the airline needs more time to resolve the financial issues it is confronting before it can be welcomed into oneworld.
"We wish it well during this process and will work with Kingfisher Airlines with the aim of setting a new joining date once it is through this current period of turbulence."
In good news, however, Air Berlin will join the alliance on March 20th, and has jumped in to help mitigate the Malév collapse.
Two items I haven't had time to read fully, and intend to do over the weekend:
That is all.
Oh, except: tomorrow the sun sets in Chicago at 5pm for the first time since November 5th.
I love weekends like this past one. I went to New York ($150 round-trip, including taxes), saw a couple of friends, and did something fun I would never have done without being taken along by people who refused to tell me what it was all about (more on that later).
I also managed to get from Grand Central Terminal in New York to the Whole Foods in Lincoln Park, Chicago, in just over four hours, in part because American Airlines and I like each other so much.
Details later.
Rumors abound that American Airlines has two suitors, one we knew about and one we didn't. Since filing for bankruptcy in November, industry analysts have wondered with whom they would merge, twice-spurned USAirways the most obvious choice.
The new rumors, however, have Delta puttin' the moves on, which, if consummated, would make Delmerican (Amelta?) the world's largest airline and put the oneworld alliance in existential peril:
Since I'm generally bullish on the airline alliances (and competition between them), I'd tend to think the US Airways/oneworld route would be better for competition, and thus better for travellers. But the real question is what American government regulators and anti-trust authorities think about the whole idea. A Delta-American merger would produce a company that would control a huge chunk of domestic market—29.6%, double the share of its next biggest competitor, Southwest Airlines.
Another issue is whether Delta's supposed interest in acquiring American is serious or simply an effort to cause problems for US Airways and oneworld. It's hard to imagine that Delta's executives aren't aware of the regulatory problems a merger with American might face. Whatever happens, this struggle will be interesting to watch.
Blogger Matt Yglesias argues that an American/USAirways merger would be more patriotic, and "would give the United States three really big global carriers—United, Delta, and US/American—with the merged entity ideally joining the OneWorld alliance so we'd have strong representation in each of the three major global airline alliances." And it would keep Chicago one of aviation's world capitals, since a merger with Delta would encourage shutting either O'Hare or Delta's nearby hub in Detroit.
With this many rumors circulating, I expect we'll hear something definitive relatively soon.
Apparently the flight was unprofitable:
"The historical financial performance of the route and its future outlook given the global economic climate and high oil prices has resulted in a decision by American to cancel its New Delhi-Chicago O'Hare service," the airline said in a memo to American managers.
The last flight to leave for India from Chicago will be on Feb. 28, while the last return flight from India to Chicago will be on March 1.
The flight from New Delhi to Chicago had been problematic during winter and early spring. The flight would often arrive at O'Hare earlier than 5 a.m., the time that O'Hare's customs agents start work, stranding passengers on the plane for an additional half hour to an hour.
Oddly, AA292 is scheduled to arrive in Chicago at 5am, so the possibility of it arriving before Customs opened must have occurred to someone. This unfortunate schedule probably comes from Delhi's odd penchant for launching international flights at midnight. AA292 takes off at 00:55 IST, about an hour before Cathay's flight to Hong Kong and two hours before a British Airways flight to London. The takeoff time certainly isn't dictated by the O'Hare arrival slot, as O'Hare, to my knowledge, doesn't require reservations between 11pm and 6am.
I caught a mention of this on the Marketplace Open this morning, and now Gulliver has picked it up. Apparently the Department of Transportation now requires more transparency in airline price advertising:
Beginning Jan. 24, the Transportation Department will enforce a rule requiring that any advertised price for air travel include all government taxes and fees. For the last 25 years, the department has allowed airlines and travel agencies to list government-imposed fees separately, resulting in a paragraph of fine print disclaimers about charges that can add 20 percent or more to a ticket’s price.
“Requiring all mandatory charges to be included in a single advertised price will help consumers compare airfares and make it easier for them to determine the full cost of their trip,” Bill Mosley, a department spokesman, said by e-mail in response to questions about the rule.
The government and the airlines are being guarded in discussing the full-fare advertising policy, since Spirit Airlines, Allegiant and Southwest have asked the United States Court of Appeals for the District of Columbia to block the proposed change, arguing that it violates their commercial free speech rights.
Yes, I suppose the First Amendment gives people the right to lie, dissemble, exaggerate, and defraud. Oh wait—regulation of commercial speech seems well-established in the U.S. Good luck, guys.
Meanwhile, it will be interesting to see if airlines change their booking software before the 24th. If you book flights between, say, Chicago and London, on aa.com, you can find one-way fares as low as—no kidding—$86 outbound. Of course, the lowest return fare is $466 (connecting through Toronto on February 14th), and taxes add another $204.30 for a total fare of $756.30. (Part of that includes the asinine £60 ($95) tax to leave Heathrow that probably won't die before the Olympics.)
The airlines will claim, of course, that they can't calculate the taxes and fees in some cases, like departing Heathrow, because they don't know from the start whether the customer will be subject to the tax. This is a technical problem that a competent programmer can solve, I think. Let's see after the 24th whether they solve it.
The Air Force has released a report about a F-22 crash that killed the pilot:
Capt. Jeffey Haney had his mobility and vision restricted while flying an F-22 at 11,580 m feet and 1,925 km/h [true airspeed], at night, and then the jet cut off his oxygen supply. According to the accident report released last week, Captain Jeffrey Haney became distracted when his oxygen system stopped delivering oxygen. After initiating a descent, he allowed his F-22 to roll past inverted, unchecked. The fighter's attitude resulted in a vertical speed of 293 m/s.
According to the Air Force accident report (PDF), Haney "was recognized throughout his career for exceptional performance." On the accident flight, he was outfitted for cold weather (wore bulky clothing) and night operations (wore night vision goggles). That personal equipment would have "reduced mobility in the cockpit" and interfered with his "ability to look from side to side and down at the consoles" without bracing himself "on various areas in the cockpit." The applicable checklist for failure of the oxygen system includes activation of an emergency oxygen system. That system is actuated via a pull ring that requires 40 pounds of force to actuate and is mounted low and aft to the side of the pilot's ejection seat.
Right before the crash, Capt. Haney attempted to recover, pulling 7.4 G before slamming into the water at Mach 1.2.
The Air Force, naturally, blames the pilot, because the possibility that a $347m airplane has enormous design flaws doesn't exist in the defense appropriation universe. This continues the august tradition of military procurement that includes toy rifles that won't fire in jungles and over-reliance on GPS selective availability in UAVs.
Given my activities yesterday (i.e., going through airport security), I found the latest interview with Bruce Schneier timely and once again correct:
As we came by the checkpoint line, Schneier described one of these aspects: the ease with which people can pass through airport security with fake boarding passes. First, scan an old boarding pass, he said—more loudly than necessary, it seemed to me. Alter it with Photoshop, then print the result with a laser printer. In his hand was an example, complete with the little squiggle the T.S.A. agent had drawn on it to indicate that it had been checked. “Feeling safer?” he asked.
To a large number of security analysts, [the billions we've spent on security theater] makes no sense. The vast cost is not worth the infinitesimal benefit. Not only has the actual threat from terror been exaggerated, they say, but the great bulk of the post-9/11 measures to contain it are little more than what Schneier mocks as “security theater”: actions that accomplish nothing but are designed to make the government look like it is on the job. In fact, the continuing expenditure on security may actually have made the United States less safe.
Yes. We spend money on high-tech, whiz-bang solutions to human-intelligence problems. The attack on 9/11 can't happen again in the U.S., not because of full-body scanners at airports, but because of reinforced cockpit doors and vigilant passengers. Should we let just anyone board a transport airplane without a security check[1]? No, of course not; but we should make the checks effective, rather than flamboyant.
Security, however, tends to ratchet up, because no one wants to be the guy who relaxed security right before an attack. And we know an attack will happen someday; nihilists are not easily dissuaded from their crimes. Still, one can hope.
It turns out Air France 447 may have crashed mainly mainly because of pilot error:
Almost as soon as [the flying pilot, 32-year-old Pierre-Cédric] Bonin pulls up into a climb, the plane's computer reacts. A warning chime alerts the cockpit to the fact that they are leaving their programmed altitude. Then the stall warning sounds. This is a synthesized human voice that repeatedly calls out, "Stall!" in English, followed by a loud and intentionally annoying sound called a "cricket." A stall is a potentially dangerous situation that can result from flying too slowly. At a critical speed, a wing suddenly becomes much less effective at generating lift, and a plane can plunge precipitously. All pilots are trained to push the controls forward when they're at risk of a stall so the plane will dive and gain speed.
The Airbus's stall alarm is designed to be impossible to ignore. Yet for the duration of the flight, none of the pilots will mention it, or acknowledge the possibility that the plane has indeed stalled—even though the word "Stall!" will blare through the cockpit 75 times. Throughout, Bonin will keep pulling back on the stick, the exact opposite of what he must do to recover from the stall.
The article includes a good portion of the CVR transcript in both French and English, including the moment seconds before the crash when the plane's captain—who was sitting in the jumpseat and not at the controls—finally realizes what Bonin is doing wrong.
It's a startling example of a pilot forgetting basic flying principles and a crew that fails to manage its own communications.
Just now, going into hour 32 of the (technically) longest day of my life, I noticed that the blog's comment view feature isn't working. This is Case #2869 in FogBugz, and will be fixed as soon as possible.
Not tonight, though. Just like Saturday, my goal is only to make it to 9pm. If I can do that, I will defeat jet lag in one stroke. I must not fail. Sleep deprivation leads to pointless blog entries, and we can't have that, can we?