has passed, and we have been thrust suddenly into an era of expensive and scarce fuel.” Before the industry had time to


recover, a second oil shock in 1979 struck following the Iranian Revo- lution, which led to another sharp increase in jet fuel prices. Since then, they’ve soared to over


$70 a barrel as of October 2024. However, it isn’t just the increas-


ing length of time it takes to get from point A to point B that has riders wax- ing nostalgic. Arguably, the entire fly- ing experience has been downgraded since its peak in the early 1970s. Post 9/11, increased security mea-


sures have resulted in travelers having to arrive at the airport hours earlier. In the 1970s, passengers experi-


enced extra leg room, crystal glasses, real cutlery, and often complimenta- ry champagne — a sharp contrast to today’s cramped seats, plastic cups, and boxed meals. Since then, airlines have also employed myriad tactics to obscure the longer flight times from the public. One such tactic is known as “schedule creep,” or “padding,” both industry terms for the extra time airlines allow themselves to fly between destina- tions, essentially baking delays into their schedule and creating the illu- sion of punctuality — to mixed results.


If environmentalists have their way, flight times will grow still longer to reduce aviation emissions.


“On average, over 30% of all flights


arrive more than 15 minutes late every day despite padding,” Michael Baia- da, a retired captain and president of aviation consultancy ATH Group, told the British Broadcasting Corpora- tion. “By padding, airlines are gaming the system to fool you.” The slowdown certainly hasn’t


affected the customer base. Despite both slower flight times and an overall less positive flight experience, those choosing to fly continues to soar. A report from One World in Data shows that global airline passengers have increased from 383 million in 1970 to 4.41 billion today. Passengers hoping that improve-


ments in technology will one day turn the clock back to the 1970s golden era of flight might find themselves struck by a new wave of regulatory turbulence. If environmentalists have their


way, flight times will grow still lon- ger to reduce aviation emissions, as underscored by a new report from cli- mate scientists. “Five Years to Chart a New Future for Aviation,” published in October by


There’s Hope on Horizon S


the University of Cambridge, called for increased reductions in flight speed to be completed by 2030 in order to “cut emissions and achieve net zero by 2050.” If enacted, it would reduce flight


speeds by another 15%, resulting in a further increase in flight times, and adding another 50 minutes to transat- lantic flight times. Critics claim that the intentional


slowing down of air travel is short- sighted and counterproductive. According to transportation policy


expert Diana Furchtgott-Roth, who served as deputy assistant secretary for research and technology at the Department of Transportation in the Trump administration, any decrease in the amount of fuel used is negli- gible in terms of the environment. “To say that we should slow down


planes to save the climate makes no sense,” said Furchtgott-Roth. “It doesn’t do anything for the environ- ment. The only thing it accomplishes is that it inconveniences people.” While many flights still take


upersonic passenger flights came to an end after an Air France Concorde crashed in flames shortly


after takeoff from Paris, killing all 109 on board as well as at least four people on the ground. It was the first and only crash of a Concorde, but


the accident in 2000 — caused by a piece of metal on the runway that fell from another aircraft — was enough for Air France and British Airways to pull the plug three years later, after years of financial losses on the flights. Now, 21 years later, supersonic passenger


flights are back on the horizon, including NASA’s X-59 and several planes from private companies undergoing advanced tests, including Denver-based Boom Supersonic, which plans a 2029 debut for its supersonic passenger jet, Overture.


longer than they did 50 years ago, Furchtgott-Roth noted that improve- ments in aviation have been made, citing how planes are built to fly longer distances, resulting in fewer layovers. “You didn’t use to be able


Air France Concorde


to get a direct flight from San Francisco to Australia; you can now,” she said. Technology is catching


up, and the reintroduction of supersonic technology in flight similar to the Con- corde is close to fruition, according to Furchtgott- Roth.


And in time, perhaps the NASA’s X-59


return of the trans-Atlantic day trip.


DECEMBER 2024 | NEWSMAX 15


AIR FRANCE CONCORDE/AP IMAGES / NASA’S X-59/LOCKHEED MARTIN


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