From a similar discussion in the UA Forum

-------------------------------------------------------------------------
Quote:
Originally Posted by John26
There is too little information to speculate on this. But some of the questions a Zone Controller might be examining include:

What is the aircraft going to be used for after landing at its next destination?
How much ground handling time will it have versus how much will it need? (Are cleaners scheduled for that airport?)
What about ATC - are we on flow control right now?
Do we have a ground program in effect right now?
What about weather right now?
How about the weather at the next destination or enroute?
Flight #abc from XYZ needs this gate space - we are going to lose the on-time arrival since there are no other gates - are we willing to do that?
How many of the 20 onboard will misconnect if we take a 5-minute delay?
Will their bags make it with them (or will they or the bags get stuck behind or ahead somewhere in their itinerary)?
Is the crew (either FAs or pilots) approaching their maximum duty time?
Does crew scheduling have any reserves they can pull to cover if someone has to walk?
If it's a pilot and they actually have reserves, are they qualified on this aircraft type?
Where is the CSR working that flight needed next? We need them to work the XYZ departure several gates away now - is this going to cause a delay to board the next flight? Oh wait - the inbound aircraft for that's going to turn to become that flight needs a jetway driver - I need that CSR over there now or we'll lose the ontime arrival for that flight, too.
What about the guys on the ramp? We need them to guide in another flight right now - they need to get to their next gate.

This might give you a small sample of what goes into making these decisions.

-------------------------------------------------------------------------


John26

Thank you for this post. You nailed what goes through the mind of the Control Center Team. As a former NWA Control Center Supervisor, it has always been a personal frustration when we cannot see an empty terminal at the end of our shift.

ALOT goes into a decision as the flight is enroute and lands. We plan for the day and 75% of the time, the day goes to "plan". Like a rock in a pond, an event causes an initial splash; but, the ripples continue outard, in some cases for days!

Simply "holding" a flight has substantial considerations, as you mentioned and moving a gate assignment can be one a very difficult decision to fulfill well. In holding, the most likely not to hold will be the express carriers. Now more than ever as their contracts are tied to performance. With the cancellation and attempts to cancel contracts across the board using "performance" clauses, you will see few express / regional carriers elect to hold or delay unless it comes from WAY above. In our situation, I could request Mesaba to hold; but, to compel them to hold goes WAY above my pay grade.

In regards to moving a flight, it is easy to say, "hey, let's move #114 from G21 to F9 to accommodate heavy tight connections to the F concourse. With a few hours lead time, this is possible; but, with under and hour . . . . not so easy. From staffing (over & under wing) considerations, crew changes, fuel and catering to zone transfers (luggage), around 40 people are involved to make this happen for EACH flight.

Just ONE example, the zone transfer drivers will pull a connection manifest of luggage maybe 3 times a shift. If we move a flight, we need to be SURE we get the info out or A. Nobody shows up to transfer luggage; B. The drivers do not have adequate info as to gate locations or set-up for the connections or deliver bags to the original location (G20); C. If it was a gate swap, then MCO bags get loaded on the SFO flight. Technology has eased some of these challenges; but, many more remain.

It takes ALOT of people to do everything right to make a simple "hold" or "gate change" work. Keep in mind that at a minimum, things work in pairs. If you move a flight to F9, then the F9 flight needs to move someplace else. Gate space is a premium in a "bank" environment. I can list 20 things that can go wrong with a flight hold or gate change and 1 thing that goes right, of course this is the most important thing, people get home and this is why we do what we do.

What you can be sure of is that there are a team of professionals that care deeply about your flight experience and take an IMMENSE about of pride in their work. If it can get done, it will get done.

John26

Thanks for cracking the door on what goes on behind the scenes.