Federal stats on airlines don’t tell the whole story

When deciding which airline to fly, travelers can turn to government statistics for details on delays, lost luggage, canceled flights and consumer complaints. But those statistics aren’t telling the whole story for big airlines: As many as half of their flights aren’t counted in their results, including many flights with horrendous service records.

In February, the statistics show that 76.7 percent of Delta Air Lines Inc. flights arrived on time, second only to Southwest Airlines Co. But include regional jets and turboprops flown for Delta’s by regional partners Comair and Atlantic Southeast Airlines, and the on-time performance falls to 66.5 percent, below the industry average.

The U.S. Department of Transportation reports statistics on regional airlines separately from their mainline partners, effectively allowing big airlines to distance themselves from service problems. And problems are many: Last year, the bottom six airlines in the industry for baggage handling were all regional carriers and the worst airline for on-time performance was Atlantic Southeast, which Delta sold in 2005 to SkyWest Inc.

The troubles at regional airlines affect a huge number of travelers. Some mainline airlines — Delta and Continental Airlines Inc., for example — offer more flights for sale on regional-airline planes than on their own mainline aircraft.

If American Eagle Airlines’ dismal baggage handling in 2006 was charged to parent American Airlines, the mishandled baggage rate for AMR Corp.’s American would have been 24 percent higher. The number of flights canceled by Northwest Airlines Corp. in March would have jumped 84 percent if its partner, Pinnacle Airlines Inc., had been included.

The DOT numbers, published monthly, are closely watched by both airlines and some consumers. Several airlines use good performance in their marketing and pay employee bonuses based on their ranking. The data are also used in various industry rankings of airlines.

Regional airlines say the operational infirmities often aren’t their fault — they blame the mainline carriers who handle everything from selling tickets, scheduling flights and issuing frequent-flier miles to deciding which flights to cancel or delay. Regionals do have control over issues like crews and maintenance that can affect delays and cancellations. But when bad weather hits big hubs, it’s the major airlines that order delays and cancellations at their regional partners in order to get the biggest planes moving first.

Jonathan Ornstein, the chief executive Mesa Air Group Inc., which operates flights for UAL Corp.’s United Airlines, US Airways Group Inc. and Delta., said he complained to the DOT last week that his airline was being unfairly slammed in statistics for problems over which it had no control. “Combining the results would be a more accurate reflection for the consumer who knows he’s booking on United and that’s it,” Mr. Ornstein said.

ExpressJet Holdings Inc., which flies mostly for Continental, agrees. “The majors ought to be held accountable. It’s the major that can put the pressure on the regional to perform,” said Karen Miles, an ExpressJet vice president.

Regional airlines themselves are under increased financial pressure because bankrupt major airlines have negotiated contracts for services at reduced prices, and now switch regional partners if one underbids another. And as regional operations have deteriorated, the issue has grown in importance.