Yes there is schedule padding but it takes a lot more than an hour to fly from DFW to STL.
Comparing it to the Southwest flights from STL to DAL (blocked at 1 hr 35 minutes) that would be 25 minutes of extra padding if it was really blocked at 2 hours, but I just did a search on AA's website and they also have the flights blocked at 1hr 35 minutes.
AA tends to pad fairly sizable amount in the NY area, other than late evening arrivals. A number of times I've landed at MIA, DFW, or ORD 30-60 minutes before scheduled arrival time. Earlier this year we were 1.15 early to SJU from JFK. My EWR/MIA flight the Friday before Labor Day left 45 minutes late but arrived 5 minutes early.
But I'll take the padding. I either will get home earlier or to a hub earlier and then its just more time at the AC. Much better than sitting behind a line of a/c at JFK, LGA or EWR and seeing your connection fading away.
If I look at a flight in the next few mionths their schedule shows as 1:45. But later on, say Feb 15, it starts showing the 2:00 flight time. Not sure when DFW moves farther away or when they start slowing the planes down, but that's what it is showing.
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Slowly but surely towards the next AA MM - 2,470,403 - VERY slowly now w/o CC miles counting!
If I look at a flight in the next few mionths their schedule shows as 1:45. But later on, say Feb 15, it starts showing the 2:00 flight time. Not sure when DFW moves farther away or when they start slowing the planes down, but that's what it is showing.
No big surprise. In winter (like February), the jetstream can sometimes move at speeds of 150 to 200. When flying southwest from STL to DFW, that extreme headwind tends to slow down an airplane. AA's not slowing down the plane - mother nature is doing that.
The winter jetstream velocity is responsible for the larger number of jetBlue fuel stops on their westbound transcons.
Generally, true schedule padding (not seasonal variations between two non-congested airports like the OP's example) is a very expensive way of dealing with operational problems or congested airspace/airports. Why is it expensive? AA's contracts with its flight crews (pilots and FAs) provides that they are paid for the scheduled block time or the actual flight time, whichever is longer. Thus, padding the schedule results in a substantial increase in pilot and FA compensation expenses when the flight arrives early (and the padding isn't necessary).
Airlines sometimes do it, but padding the schedule trims earnings (or adds to losses).
Generally, true schedule padding (not seasonal variations between two non-congested airports like the OP's example) is a very expensive way of dealing with operational problems or congested airspace/airports. Why is it expensive? AA's contracts with its flight crews (pilots and FAs) provides that they are paid for the scheduled block time or the actual flight time, whichever is longer. Thus, padding the schedule results in a substantial increase in pilot and FA compensation expenses when the flight arrives early (and the padding isn't necessary).
Airlines sometimes do it, but padding the schedule trims earnings (or adds to losses).
I would think that some of that can be recaptured by not having ground personnel working overtime because of cascading delays. While not padding related per se, the JFK AC staff was telling me last month that for several weeks during heavy thunderstorms the GAs were getting off the employee bus at 4:30AM when they were getting on. (OT, another reason I stayed home for most of July and August.)
If I look at a flight in the next few mionths their schedule shows as 1:45. But later on, say Feb 15, it starts showing the 2:00 flight time. Not sure when DFW moves farther away or when they start slowing the planes down, but that's what it is showing.
Did you consider that wind patterns change seasonally? Greater headwind = more time to cover constant distance at constant thrust.
Or maybe you've discovered a conspiracy to (oh, I can't figure out what conspiracy that would be).
