![]() ![]() That improvement seems not to have occurred. Even as Southwest’s chief executive at the time, Gary Kelly, objected to the pilots’ claims, saying Southwest had “wonderful technology,” he conceded that the company’s tools could use improvement. ![]() Likewise, in October of 2021, when Southwest experienced another cancellation crisis, the president of the pilots’ union pointed out that the antiquated crew-scheduling technology was leading to cascading disruptions. In March in an open letter to the company, the union even placed updating the creaking scheduling technology above its demands for increased pay. In September, they put the same sign lamenting the company’s outdated technology on the side of a truck and drove it in circles around Love Field (Southwest’s core airport) in Dallas, as well as the nearby Southwest headquarters. One protest sign the demonstrators carried? A placard declaring, “Another victim of SWA’s outdated technology,” with a graphic showing a stuck software progress bar. Throughout the past year, the flight attendants’ union picketed in front of various airports as part of their contract negotiations. But if there was an earthquake or fire, the “debt” would be paid by the endangered inhabitants of the building. The building might look and feel the same to its inhabitants - as long as there was no earthquake or fire. If you had the option of not adhering to strict earthquake or fire codes - i.e., if there was little or no regulation or oversight - it would almost inevitably be cheaper and quicker to skip such niceties. ![]() While aging code is a common cause of technical debt in older companies - such as with airlines, which started automating early - it can also be found in newer systems, because software can be written in a rapid and shoddy way, rather than in a more resilient manner that makes it more dependable and easier to fix or expand. This problem - relying on older or deficient software that needs updating - is known as incurring technical debt, meaning there is a gap between what the software needs to be and what it is. And not just for a single company, as the problem is widespread across many industries. Without more government regulation and oversight and greater accountability, we may see more fiascos like this one, which most likely stranded hundreds of thousands of Southwest passengers - perhaps more than a million - over Christmas week. Software shortcomings contributed to previous, smaller-scale meltdowns, and Southwest unions had repeatedly warned about the software. It’s been an open secret within Southwest for some time, and a shameful one, that the company desperately needed to modernize its scheduling systems. 22, including more than 2,300 canceled this past Thursday - almost a week after the storm had passed. More than 15,000 of its flights were canceled starting on Dec. This failing appears to be a key factor in why Southwest Airlines couldn’t return to business as usual the way other airlines did after last week’s major winter storm. However, even with the shiniest hardware, the software that plays a critical role inside many systems is too often antiquated and, in some cases, decades old. ![]() Computers become increasingly capable and powerful by the year, and new hardware is often the most visible cue for technological progress. ![]()
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