Archive for the air traveler Category

Fear of Flying: Flash Sale 30% Off

Posted in air travel, air traveler, airline cartoon, airline industry, airline passenger, airline pilot, airline pilot blog, airline safety, airlines, airport, fear of flying, flight, flight attendant, flight crew, FoF, passenger with tags , , , , on September 29, 2017 by Chris Manno

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This book has helped many overcome their reluctance to fly, opening up a whole new world of travel and adventure for themselves and their families. The foundation of the book is, the more you know about your flight, the less that fear of the unknown can run wild with your imagination.

Here’s a free sample and at the end, a code for 30% off.

Chapter 2: It’s All About You

No, seriously—it really is: no other area of either transportation or technology has ever been more specifically and consistently engineered, designed, regulated and enforced with you, the passenger, as the focal point than modern air travel.

Sure, there’s a National Highway Safety Commission and various government agencies regulating driver’s licenses, and there are standards for auto and truck manufacturers. But those are nothing compared to the rigid airworthiness standards to which all commercial aircraft are built and tested, and nowhere near the year-round scrutiny given to pilots through unrelenting FAA checks in flight, in the doctor’s office, and in recurring background checks.

That’s a wonderful, unique thing in an increasingly complex and high speed world of transportation, and safety statistics show how air travel has advanced above and beyond all other modes of travel.

There’s a learning curve in the airline industry that has improved steadily since the early days of airline flight in the 1930s: accident rates have steadily dropped year over year and aircraft and engine reliability has increased in a parallel vector.

I recently had an aviation magazine editor ask me what I would cite as the primary cause of engine malfunctions that lead to a flight cancellation. I answered honestly that I’ve been flying on my particular fleet for over six years and I’ve never experienced an engine malfunction in that entire time.

That wasn’t so about twenty years ago, before aircraft and engine technology had advanced to its present state of reliability. But that’s the aviation learning curve: since the late 1990s, the advent of constant, data-linked engine monitoring now sends a wide array of engine parameters from the jet in cruise to a maintenance and engineering data analysis center that catches nascent faults and liabilities way before they become failures.

Last month I received a message in flight from our maintenance and engineering center asking me to check the vibration reading on a particular engine, because it was reading a bit high to them on the ground. Engine failures “on the wing” as we call them, are so rare that they actually make the news when they happen.

There’s a learning curve success story: decade after decade, we’ve developed new technology and hand-in-hand with strict regulatory enforcement, the airline biz has lowered the flight risks and added new layers of accident prevention and aircraft reliability.

By contrast, the automobile and highway transportation sector’s safety record has stagnated and even regressed over the same time period as air travel has improved: the traffic accident and fatality statistics have actually worsened as more cars hit the road and as speed limits are raised. Little is done to regulate or retest drivers other than observation and apprehension by a law enforcement officer. Even less is done to determine accident cause factors and develop technological and regulatory improvements to lower passenger risks.

By comparison, the air travel safety imperative is unprecedented, the standard uncompromisingly high: everything involved in air travel is geared toward passenger safety. Licensing of pilots, certification of training, manufacturing standards and operating restrictions for airlines are so constrained that if an equal measure were applied to the highways and drivers, the roads would be vastly safer—and nearly empty.

No government inspector climbs into a big tractor trailer rig to ride along and evaluate a trucker firsthand several times every year.

There’s not a government regulator assigned to a trucking company to monitor records, safety and training not to mention vehicle maintenance and repairs. Truck manufacturers have some rudimentary safety and fuel mileage standards, but the vehicles are not inspected by government licensed and tested mechanics daily.

No automobile driver is required to renew a driver’s license every nine months with a graded road test, plus oral and written exams, not to mention a government controlled physical exam with a specified doctor reporting results immediately to the government, never mind the periodic background check and the no-notice, no-refusal “we’re going to ride with you” spot evaluation.

By contrast, your flight crew—front (pilots) and back (flight attendants)—are constantly monitored, tested and certified.

That why air travel safety has improved annually while highway safety muddles along or actually regresses, and annual traffic fatalities remain at staggeringly high rates. Yet, the paradox remains: hardly a mention of “fear of driving” is made even in the face of thousands of lives lost on the highway annually, while fear of flying is a very real dilemma.

All of aviation is not safety-driven as is airline flying. In the military, the mission was primary, my safety as a pilot secondary to that. We accepted that, and many still do flying for our military.

By contrast, the entire airline aircraft design, engineering (we’ll talk about that later) and  manufacturing industry all telescopes down to one objective: you, and your safety. Same goes for the training, licensing, nonstop testing and evaluation of pilots, dispatchers, air traffic controllers and aircraft mechanics. In military terms, you and your flight  are the mission.

That’s the compelling force that drives the airline industry, and it’s all about you. While that might be hard to see when you’re enduring the hassles of security, and check-in, and boarding, it’s a powerful awareness to keep in your hip pocket: rest assured, everything about the jet you fly on, the crew that flies and maintains it, and the air traffic controllers who guide it have you as their focus. You are the mission.

So, recognize this windfall for what it is. Compare your clear priority in airline travel with the abject failure that is highway safety, a risk you live with every day. Air travel is actually your safest place, the one technological juggernaut where it really is all about you.

We’ll go into more specifics on who’s flying your jet, but for now, keep in your hip pocket the monumental safety success that has been designed around you the passenger, making air travel the safest mode of transportation you will ever take.

Remember the objective stated in the foreword to this book: empowerment is the key here. You’ve made a choice to learn about flight, to consider whether you want to give it a try. That’s real control because at any point, you can stop. You really are in charge and anything but powerless.

Stay with that decision for now, knowing it’s not set in stone—you can change your  mind—and let’s expand your fact-based knowledge of airline flying.

Quick Reference Summary

  • Aircraft design, engineering and manufacturing is regulated with you as the central priority.
  • The air travel learning curve in the United States has refined the industry and minimized risk factors over many decades.
  • High-tech, data-linked systems monitor aircraft systems performance and preempt failures.
  • By comparison, the risk factors associated with everyday highway traffic far outweigh the well-managed factors of air travel.

Order  your copy now with and use this 30% off discount code at checkout    2N7CUXXU 

Regular price: $9.99 Your price: $7.99 Order now–offer expires October 7, 2017

To order, CLICK HERE.

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Air Travel Gotchas

Posted in air travel, air traveler, airline cartoon, airline delays, airline industry, airline passenger, airline pilot blog, airport, passenger bill of rights, travel, travel tips with tags , , , , , , on August 22, 2017 by Chris Manno

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There are “gotchas” in air travel you might not know about–but should. Many are of the “some restrictions apply” and “read the fine print” type; some are matters of inconvenience, some are very expensive. Here’s my “gotcha” list:

— “Volunteering” to be bumped for oversales. That’s fine, if you are assured of positive space on another flight. Sometimes (and some airlines) will give you the promised compensation (typically a travel voucher), but not positive space–you’re standby, and you may be stuck for a long time. Be sure to specify positive space before you accept the voucher and relinquish your seat. I’m just enough of a pain in the ass to ask for boarding passes just to be sure.

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Know your passenger rights.

–Misconnects. Know your rights, but as importantly, know the gotchas: if you used certain air travel broker sites (Travelocity, etc), your misconnect may not be covered for further travel by the airline. I’ve seen frantic passengers rush up to a gate where the flight had departed, asking to be put on the next flight. Problem is, the “CheapFlight.com” that sold you your ticket is not part of the airline and you may not be entitled to the next flight–or any flight other than the one that departed. Know this ahead of time or you may find yourself shipwrecked.

–Misconnects Part Two: compensation (hotel room, meals) will not be offered by or required of an airline for events beyond their control, like weather delays, diversions and cancellations. So, if your flight was the last of the day and you missed the flight due to circumstances like weather, plan to sleep in the terminal or spring for a hotel room yourself. which brings me to …

–Travel insurance. Buy this from a reputable travel agent or AAA. Policies can pay for that unexpected hotel room for a short overnight (tip: Minute Suites in many major airports have hourly rooms and they’re inside security, saving the screening time as well as the van ride to and from) and other incidentals and losses, like the vacation condo you’ve already paid for.

As importantly, a decent travel insurance policy can cover unforeseen costs like a rebooking fee if you become ill or some other exigence requires a change in your plans. Along those lines, you should be certain that your medical insurance will cover treatment in non-US locations and travel insurance can help cover the cost gaps.

Seems like few people consider travel insurance but with your vacation time being scarce and costs high, travel insurance makes sense.

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–Aircraft Power Ports. Many flight attendants don’t even know this: there’s a maximum amperage draw allowed for the entire cabin. Aircraft manufacturers design the system with an average amp load, but a full flight, depending on what passenger items are drawing power, the demand often exceeds the design limit. When that happens, no power for you, at least until someone else unplugs. Moral to the story: if you have a device that needs charging–plug it in as soon as permissable in flight.

–Aircraft WIFI. See above: the WIFI bandwidth is limited. If you have something important to up- or download, do it as soon as possible or you may find the internet crawling so slowly that your data will not be accessible or transmittable.

So there you have it. Some of these issues are nuisance items, other are major league expensive travel disasters. The moral to the story is to be prepared, consider the possible problems and decide how you’re going to handle them BEFORE you leave port.

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Air Travel Delays: My Top 3 Cause Factors

Posted in air traveler, airline, airline cartoon, airline cartoon book, airline delays, airline industry, airline passenger, airline pilot, airline pilot blog, passenger, passenger bill of rights, pilot, travel, travel tips with tags , , , , , , , on July 3, 2017 by Chris Manno

Look, I get it: I sit in both ends of the jet for some very long delays. My last two turnarounds were planned for 7 hours but turned into 8.5 and 9.1 respectively. That made my pilot duty day, with preflight and ground turnaround time, over 12 hours.

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Me deadheading in the very last row of coach, carefully not man-spreading and conceding the armrest to the middle seat passenger (basic air travel etiquette, BTW)

We waited over an hour for takeoff, then had additional holding in the air before landing at Philadelphia International Airport.

I’d deadheaded up to Philly to fly the jet back to DFW Airport but the result of the Air Traffic Control delays getting the jet off the ground in DFW and enroute to Philadelphia made our Philly-DFW flight well over an hour late into DFW.

That caused many passenger misconnects once we arrived at DFW after yet another round of airborne holding for nearly an hour. My flight plan from Philadelphia to DFW called for a flight time of 3:27 but with holding, the actual flight time became 4:30.

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That’s due to storms moving through the north Texas area faster and more southerly than predicted, constricting air traffic routes into DFW. So, we were delayed by ATC for an hour holding over a fix southeast of the airport after an enroute course refile to avoid weather.

I ain’t complaining, but I got home at 2am instead of 11pm. That’s my job and I did it correctly and safely for all 167 folks on board.

But that’s not the big picture. What’s driving ever-increasing air travel delays? Here’s my Top 3 Factors.

  1. Increased traffic volume. According to the DOT Bureau of Aircraft Statistics, airline departures have increased 5-7% annually since 2010. That means more aircraft crammed into exactly the same airspace, which means traffic flow abatement is ever-more necessary and unfortunately, more present: ground stops abound; inflight holding is often unavoidable even after enduring a ground stop.
  2. Weather predictive delays: the National Weather Service provides more and better predictive weather products that the FAA Air Traffic Control Center (ARTC) attempts to integrate into their traffic management constraints. In theory, this is a good thing but in practice, I question the effectiveness: air traffic is often preemptively ground-stopped or re-routed based on weather predictions, which aren’t always accurate (see above), meanwhile, air traffic then must be re-routed from the ARTC re-routes.
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The storms often do not conform to the FAA predicted movement, causing yet another layer of reroutes and delays.

3. Airline “banking” (the grouping of inbound-outbound flight exchanges at hub airports) cannot handle the disruption of hours-long delays: when one complex or “bank” of flights is delayed outbound, there’s nowhere to park and deplane the next complex. This leads to individual airline-imposed ground stops: your flight will not be pushed off from your origin airport gate until there’s a reasonable expectation of gate availability at your arrival hub. This is to avoid the old “sitting on a tarmac with toilets overflowing waiting for a gate” urban legends that engendered the Passenger Bill of Rights.

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Given the ubiquitous eye of cellphone video and social media, passengers can count on more origin airport outbound delays: major carriers will always defer to the Passenger Bill of Rights, allowing you to deplane at will at the departure station rather than sit on board at your destination, trapped for hours waiting for a gate at a weather-affected hub while ranting on social media.

There are other factors creating and lengthening delays, like an industry-wide shortage of qualified airline pilots and airline planners who over-optimistically schedule aircraft, crews and connections.

But from a pilot viewpoint, the big three above seem to be what I most frequently encounter. So, in addition to packing your own food and water in your carry-ons, be sure to arrive at your departure airport with a plentiful supply of patience. This summer, you’ll need it it more than ever.

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Get the entire insider airline cartoon collection

from Amazon Books for $7.99.

It’ll make your delay more enjoyable. Just click here.

 

Airborne Holding Pattern–Why Isn’t The Pilot Talking To Us?

Posted in air travel, air traveler, airline, airline delays, airline industry, airline passenger, airline pilot, airline safety, flight attendant, flight crew, flight delays with tags , , , , on May 27, 2017 by Chris Manno

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I get it: flight delays are frustrating for passengers. A hundred sixty-some people want information, they want time estimates. They have connections to make, events scheduled–and for whatever reason, the flight is late.

Two scenarios determine what I can do. On the ground? Easy: brakes parked, we wait. I give updates at least every 30 minutes on the ground, usually more often. We’re not moving, we’re not burning fuel–I have plenty of time and attention to give passengers. Here’s me in that situation:

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Sitting, waiting patiently, giving timely explanations over the PA. But in the air, it’s a different story. We’re burning fuel, which is literally eating away at the time we can stay aloft. We’re in a flow of traffic, meaning we have jets both ahead and behind us on our route and we have speed and altitude constraints: can’t speed up because we’ll close on the aircraft ahead of us (“Can we make up time in the air?” Probably not, and that’s why). We have ever-changing weather both along our route and at our destination and our alternates. When we’re sent to a holding pattern, here’s me:

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I’m conducting a multi-piece orchestra that includes Air Traffic Control, flight dispatch, and our jet to include route, fuel burn, alternates, alternate weather, enroute weather, holding pattern both position and altitude (as we go lower, the fuel burn increases and thus our range and endurance decreases), and the aircraft ahead of and behind us in holding, which is in reality above and below us.

Now is not a good time to tap the conductor on the shoulder and ask, “Are we there yet?”

I can’t say what other major carriers do, but on American Airlines flights, your cockpit crew has the latest greatest technology to provide real-time information and communication. The airline has always been a leader in advanced flight deck technology (first to have both comprehensive terrain warning and windshear predictive weather avoidance guidance) and in the last year, has added live-streamed WSI animated weather radar to the cockpit assets:

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Virtually at my fingertips is the combined radar, turbulence warnings, severe weather depictions, storm tops, and direction of movement, in real-time, animated, thanks to dedicated flight deck WIFI. We already had one of the most advanced radars ever built on our aircraft, which gives details out as far as 300 miles (I find it most useful at 160 mile range), but now we can look two hours down our route, see what’s developing and if prudent, request a different route clearance to keep the ride smooth and efficient.

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In the terminal area, on board radar does an excellent job of tuning itself and, because it has GPS positioning, it screens out terrain features that might appear as false weather echoes.

Once assigned holding, our cockpit workload includes the pattern itself (we always ask for longer legs to limit turns that burn gas and aren’t as comfortable for passengers. We’re given an Expected Further Clearance time (EFC on the display below):

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So we can begin the fuel calculations to determine how long we can hold before we must divert. Here’s a definition for you: Bingo Fuel is the minimum total fuel we can have before we must either proceed to our destination or divert. For example only, let’s say 5,000 pounds of fuel is what we want to be on the deck with.

To determine Bingo Fuel, we start with the total we must have on the ground at either our destination or our divert alternate. Add to that the amount of fuel it takes to get to your alternate, which is a different amount from that which would be burned if you diverted from the holding pattern rather than from an approach at your destination.

My airline has instantaneous navigation and fuel computations at our fingertips:

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Here is the fuel I’ll land with if I divert to Philadelphia, leaving holding now (the “D” after KPHL means “directly from holding”) which is 13.2 (13,200 pounds of fuel). Subtract 5.0 Bingo Fuel and that leaves 8,000 pounds available until we either have to land at our destination or alternate. Why is JFK arrival fuel less when it’s actually closer to our destination Newark? Because we’re holding well south of New York, so Philly is closer.

But there’s more to consider. What’s going on at Philly? Once again, our state-of-the-art cockpit resources have instant answers:

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A touch of the screen brings up current conditions at our destination and alternate. But there’s still another fuel consideration: how do I preserve Bingo Fuel after leaving holding and flying to the destination and completing the approach–then diverting? That number will be different depending on where you’re holding in relation to your destination, plus where your alternate is in relation to your destination. That’s signified by the “M” after the airfield, instantly calculated by our nav system:

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Of course, that number will be more restrictive because of the fuel burn required from our holding pattern location and our destination. The two figures (M and D) must be constantly monitored to be sure the M option is even possible, but there’s a catch: as you descend in the holding pattern, fuel burn will increase–and all of those fuel figures will change.

So, the conductor (captain) is sorting constantly changing data streams and at the same time, communicating with Air Traffic Control and Flight Dispatch but there’s a third stream that’s complex and must also be tacitly monitored: what are other jets doing? If those ahead of us get a further delay, we know we will too. If someone diverts, where are they going, because if too many go to that airport, there may be further holding.

What’s the ever-changing weather doing at our selected alternates and if needed (fairly typical), let’s set up numbers and weather for another divert alternate. Can we extend our holding based on the proximity of another suitable alternate?

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What approach are they using in real-time at both our destination and our alternate, and what is happening in real-time at our destination? If we can split our attention seven ways (Air Traffic Control, Dispatch, weather, fuel burn, destination and alternate weather), we can monitor the destination approach control frequency and see how long the final pattern (think: fuel burn) is so as to determine a more realistic enroute and approach burn to preserve the ironclad Bingo number.

Given all of that information coming in, communications going out, calculations being done and ever-changing, plus flying the 70 ton jet smartly, safely and efficiently–this is not a good time to tap the conductor on the shoulder and ask, “are we there yet?”

I’ll make a PA when we’re released from holding, or if we divert. But now that you are aware of what’s actually happening during a very routine airborne holding pattern, you can understand why I barely have time to drink my already cold airplane coffee, much less talk on the PA. We have the absolute best inflight equipment in the airline industry and the tightest, most consistent crew coordination in the world, so now is the time to let us work for you.

Rest assured that we’re doing everything humanly possible to get you safely to our destination.

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The United Fiasco From A Cockpit Viewpoint

Posted in air travel, air traveler, airline cartoon, airline passenger, airline pilot, airline pilot blog, airline ticket prices, airliner, airlines, flight attendant, flight crew with tags , , , , , on April 11, 2017 by Chris Manno

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I’ve been a captain at a major airline for over 25 years now, which is why this involuntary deplaning of a United Express passenger is both sad business and not at all surprising. Here’s why.

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First, at most airlines passenger service has become, for management, an irrational but deliberate choke point in the airline flight operations. And here’s the resulting death blow to passenger service: at the gate, in the heat of the departure time battle, the airlines field their lowest paid, least experienced workers and impose the highest, most rigid constraints–close the aircraft door, dispatch the revenue unit.

They arm these hapless, stressed-out workers with little or no authority–just do what you’re told.  Typically, the worst circumstances exist “after hours,” meaning after 5pm when airport and airline managers are gone for the day.

Then the hourly-paid, often contract workers are left with little authority, no flexibility (SOMEONE would deplane at the right price point–but there’s a typically standing cap) and have little recourse other than to call for law enforcement. Often, once force is used, the “customer service” results are not favorable.

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Looking for blame? Look to the top airline pooh-bahs, the passenger service managers, airport operations budget directors, regional managers, and passenger service supervisors who slash passenger service budgets to the bone, then rigidly dictate time constraints that MUST be adhered to by the lowest-rung hourly folks who work the non-office hours and deal with the very real passenger stand-offs that occur at the airport–not on any airline management spreadsheet.

This fragile, marginally adequate cost/service structure works adequately when everything is running perfectly at the airport, which it seldom does. Throw in delays, overbooking, last minute crew deadhead requirements and ultimately, involuntary deplaning plays out in flesh-and-blood realtime.

Then passengers lose, the passenger service agents lose and ultimately, the flight crew loses too: we’re all just trying to safely move the metal–once the jet is boarded. I’m ready  to sort out the cabin battles, once we’re off the ground.  As a captain, I’m not here to undo the budget-based inadequacies of passenger service planners at airline headquarters, nor am I allowed to: airline managers have consistently tried to limit crew authority to only once the jet is underway.

Great. Marketing, sales, promotions, reward levels, unit pricing? They all derive and survive from cost-driven spreadsheet logic at airline headquarters. And why does that work?

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After all the howling about the United Airlines fiasco becomes passe on social media–give it about 5 mores days–passengers will be all about the cheapest airfare once again.

That’s just how it works. Please take your seats and prepare for a bumpy ride.

 

Airline Crew Confidential

Posted in air travel humor, air traveler, airline, airline cartoon, airline cartoon book, airline delays, airline industry, airline passenger, airline pilot, airline pilot blog, airlines, airport, airport security, flight attendant, flight crew, pilot with tags , , , , , , , , , on February 14, 2017 by Chris Manno

It was inevitable: 80 pages of wicked, insider crew-view airline cartoons:

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Passengers, impress your crew–share the cartoons with them. It’s secret insider stuff, like:

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And many more. Get yours from Amazon.com for $7.99. Just click here.

If you’re  flightcrew: you NEED this. If you’re a newhire flight attendant on my crew, I’m giving you one as my way of saying welcome, and thanks for all you do.

Enjoy!

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Airports, Weapons and YOU.

Posted in air travel, air traveler, airline industry, airline passenger, airline pilot, airline pilot blog, airport, airport security, flight crew with tags , , , , on January 8, 2017 by Chris Manno

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Airports, Weapons, and You.

The tragic shooting at the Fort Lauderdale airport raises several crucial questions that deserve answers–but no one in law enforcement or airport management has thus far asked the right question much less offered an adequate answer.

But here’s the unspoken danger: the baggage claim area in the Fort Lauderdale airport is by city ordinance a weapons-free zone. Here’s the warning sign posted at every airport entrance. In this case, it’s at the baggage claim entrance.

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By law, all weapons–including firearms, as depicted in the warning–are prohibited in the baggage claim area. Which raises the major question: why did the Fort Lauderdale Airport as well as the airline that carried the handgun allow that deadly weapon to be delivered into the hands of the alleged shooter within their own designated weapons-free zone?

That raises more questions: do passengers, crew and airport employees have a reasonable expectation that the airport authority will enforce their own weapons prohibition, keeping the baggage claim and everyone in it safe? Do the airlines have to deliver weapons and ammunition, as was the case in the recent Fort Lauderdale mass shooting, to the alleged gunman at all? 

That’s a two-part question. First, why are airlines in the business of transporting weapons and ammunition in the first place? By doing so, they’re introducing both deadly items into the secure side of the airport where even employees are prohibited from from accessing any weapons–but there they lay among other innocuous luggage items, in the open baggage handling areas at both the origination and destination airports.

The second part is, why carry weapons aboard passenger jets, even in the cargo hold, at all? One major airline no longer ships pets as cargo, period, for a lot of good reasons. Is there a more urgent reason to transport weapons and ammunition, and worse, to deliver them to a passenger in the secure area where weapons are explicitly prohibited? Why would an airline do that, and why would an airport permit that?

Certainly, violence can always be introduced from the outside by force. Sadly, in this case, the weapon and ammunition that killed five people in Fort Lauderdale was delivered by an airline into the hands of the shooter in the airport’s own weapons-free zone with their concurrence.

Those who must transport a weapon can do so by means other than the cargo compartment of an airliner, solving that problem. But besides a radical change in the way airlines and airports regard weapons and weapons-free zones, little can be done to prevent future loss of life like the tragedy in Fort Lauderdale. 

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