Archive for the airline cartoon 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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Airsickness: Here’s Help.

Posted in air sickness, air travel, airline, airline cartoon, airline passenger, airline pilot blog, weather with tags , , , , , , , on July 20, 2017 by Chris Manno

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If you are susceptible to air sickness, don’t feel like the Lone Ranger: I’ve been flying jets as a pilot for nearly 40 years and I can honestly say I’ve been there. Add to that, there’s really nothing worse than being trapped in a jet, needing to heave.

But here’s the thing. There are steps you can take to minimize your vulnerability to air sickness in flight.

First, preflight:

  1. Be physically ready: Your physical condition matters, including nutrition, rest and hydration leading up to your flight. A late night of recreation–especially one that engenders a hangover–before a morning flight will leave you sleep deprived and feeling poorly to start with. Lack of sleep will lower your resistance to the physical stresses of flying like dehydration (the humidity in the average airline cabin in flight is 1-2%), vibration, and vestibular effects like roll, yaw and pitch. So: be rested, hydrated and have nutrition taken care of BEFORE you board.
  2. Choose your seat wisely: Pilots know that the aircraft pivots around its aerodynamic center of gravity. So, just as the hub of a bicycle tire moves less drastically than the outer edge of the spokes, points on the aircraft nearest the center of gravity move the least.
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The aircraft pivots in pitch and roll around the center of gravity: sit over the wing for the smoothest ride with the least motion.

That means a seat over the wing will be the most stable, the least affected by the motions of yaw, pitch and roll. By contrast, what feels like a little motion over the wings is felt in the nose and tail much more strongly. Reserve a seat near the wings: ask a reservations agent (might cost you) or check the aircraft diagram on line.

Inflight:

3. Medication: Check with your your primary care physician for any medication that would meet your needs: OTC Dramamine, for example, if recommended by your doctor. Be sure to take all recommended medication BEFORE the flight.

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4. Stay hydrated: bring your own water on board. Buy a bottle, or refill a refillable bottle in the terminal once you’re past security screening. DO NOT count on an in-flight water service because of factors such as delays or turbulence that can prevent access to hydration–be responsible for yourself and bring water.

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Turbulence from weather far away may affect your flight even when well clear of storms.

5. Booze: Refrain from alcohol in flight: the effects of some alcohol include dehydration and some side effects on your sense of balance.  Avoid heavy meals before and during flight–they only add to the volume of stomach contents that can be disturbed by turbulence, pitch, yaw and roll.

6. Entertainment: some flyers who are subject to motion sickness have told me that reading a book makes things worse because their eyes pick up the motions of flight (including choppy air) and add to the vestibular upset caused by the sensations of flight. Others suggest headphones to listen to soothing music, others suggest the distraction of a movie either on a personal device or via an aircraft system. What works for you? Experiment, bring music, a digital movie or TV show.

7. Fly early: not only is the air smoother before daylight begins to heat the air and cause disturbances, traffic is lighter and delays less frequent. Beat rush hour–fly before 10am if you can.

Air sickness is no fun and for some people, a vulnerability they can not avoid. But if you pay attention to the suggestions above, you can minimize the effects of of flight motion and maximize the tolerability of your flight.

Bon Voyage–

Get the airline cartoon book: the full collection of insider airline cartoons.

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$7.99 from Amazon Books: click here.

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.

 

Let Me Put YOU in the Airliner Cockpit.

Posted in air travel, airline, airline cartoon, airline industry, airline novel, airline passenger, airline pilot, airline pilot blog, flight attendant, flight crew with tags , , , , on May 12, 2017 by Chris Manno

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Ever thought about a day as an airline captain? Want to fill in the blanks regarding what goes on in the captain’s head once the cockpit door is closed? Here’s your own personal captain’s vision through my eyes.

First off, The Cloak of Invisibility: I just want to make it through the airport terminal unnoticed. I try to stay clearheaded, unhassled. All I want to do is A) find the jet on the gate (not delayed or worse) and B) See the route of flight and planned fuel load. Ain’t my first rodeo–I can get a pretty good feel for weather, winds, fuel and time.

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I can (and do) upload the flight plan data to both my phone and my iPad. If you see me at the gate scrolling through my phone rather than re-booking you (I can’t do that, I don’t have the ticket agent super-powers nor access to the computer reservation system, but I know you’ll ask anyway) I’m determining the planned fuel over destination and if I feel that the total is adequate, I’ll electronically accept the fuel load with a tap on my phone screen. If not, another tap speed-dials Flight Dispatch and I’ll have fuel added to our jet.

The good folks at Dispatch are always super helpful and as captain, just like with Crew Schedule, the ramp crew and Aircraft Maintenance, it’s so very important to invest in courtesy and gratitude in all interactions. They all work behind the scenes for us and the smart captain wants his support team happy. The least you can do is be self-effacing and respectful: “Hi, this is Chris, captain on 228 to Seattle … thank you very much.” It’s how you should treat people who work for you. Never argue with anyone: you’re the captain, so you’ve already won. It costs you nothing to be supportive and appreciative. See why I want to stay unhassled?

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Okay, we all have our weaknesses. One of mine might be the 7-Eleven dog. Don’t judge, and even if you do, realize I in the pointy end won’t be dealing with hunger pangs somewhere over Idaho on our nearly four hour cruise to Seattle. You?

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I try to stay out of everyone’s hair once I’m in the cockpit. I show up, stow my gear (hate it when FOs have extra bags and crap piled everywhere–especially behind my seat) and fire up the dual GFMS systems, letting the inertial reference gizmos negotiate WTF we are with the satellite widgets while I set the instrument panel and display lights, the comm panel audio switches on my side, and plug in my headset; adjust the seat height, crank in full lumbar support, take out any thigh pad adjustment.

Next, the iPad: type in the flight number and it reaches into cyberspace to upload the flight plan and take-off performance plan. Save those–and verify the fuel load actually in the tanks matches what you need. If not, another speed dial to dispatch.

The WSI iPad weather display sets up the same way–just type in the flight number and it draws the line on the map, puts in the waypoints, adds the radar animation, turbulence display, and significant weather warnings. In flight, the cockpit WIFI will keep the map updated with the most current weather radar and warnings.

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By now the #1 flight attendant (or the #3, depending on who’s not busy) will poke a head into the cockpit. Introduce yourself, tell them to let you know if they need anything. They’re probably in the middle of boarding, so leave them to that.

When the First Officer starts playing with an iPhone, you can bet there’s nothing else to be done on the right side. So, perfect time to check the route. The clearance has auto-uploaded from the FAA to our comm display as well as to our route in our nav system. Now, you read each point off the Flight Management Computer screen and the FO crosschecks against the iPad uploaded flight plan. That’s it–you’re ready to fly.

When you notice cargo door warning lights winking out, you know the ground crew is about done. Boarding noises taper off about the same time. Like the monkey said when his tail got caught in the fan, “It won’t be long now.” Reach up and flip on the seatbelt sign. When you do, 9 out of 10 FOs will start reading the “Before Starting Checklist.” Good. Take your time. You’re not paid to rush and in fact, you’re paid to not rush, right? Sometimes you have to remind others of that.

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An agent will step into the cockpit, tell you how many “souls on board,” plus a count of live animals (if any, you immediately say, “That’s me.”) in the cargo compartment, followed by, “Okay to close the door?” The answer is twofold: “Heck yeah” and “thanks.”

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The ground crew will call you eventually, once everything’s buttoned up downstairs. You release the brakes and tell the Crew Chief to stand-by, then call for the “Just Prior to Engine Start” checklist. Blessedly quiet, it is, with the cockpit door sealed shut and just the ground crew’s voice in the interphone. The FO will call for pushback clearance and when he gets it, you pass it to the ground crew: “Brakes released, cleared to push.”

Then we’re underway, creeping backwards. “Cleared to start the ground guy says once we are clear. The FO kills the packs–we need the air to turn the CFM-56 engines. You notice that in back? “Turn number two” you give the order.

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Engine number one follows once the brakes are parked and ground crew has cleared the area. They give you a salute which you return. Then it’s time to taxi. Love that part: two fists full of thrust and tons of jet fuel, turned loose with complete authority and freedom to fly.

Taxi-out is a methodical, orderly set of hurdles: you need the printout of the current weight, match that with the planned and the actual, confirm everything matches up.

Eyeballs out, while in motion, because there are other megaton jets in the aluminum conga line, ahead of you, behind you, and crossing your nose. Heads up.

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All final checks done, know and say out loud for the FO the field elevation, the minimum safe altitude, the initial assigned altitude, and your emergency return plan (usually, a left downwind because I can see left turns best from the left seat, right?) and the N1 one target RPM.

When you finally roll onto the runway, there’s a moment of peace: all we have to do now is fly. Don’t tell the airline, but that’s what we love to do anyway. Cleared for takeoff, exterior lights on, hack the elapsed time display, release the brakes.

Let’s rock.

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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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