Archive for the airline pilot blog Category

The Trouble With DFW Airport Parking

Posted in airline passenger, airline pilot, airline pilot blog, airliner, airport with tags , , , , , , on December 30, 2017 by Chris Manno

DFW airport from air

Air travelers using DFW Airport are faced with high parking costs and needless inconvenience, while the airport parking garages remain mostly empty. You’d think there’d be a solution that benefits both the airport and air travelers, but thanks to DFW’s stubbornly backwards thinking on parking and revenue—you’d be wrong.

Meanwhile, despite airport management strategy that actually called for the demolition of several airport parking garages which were replaced with even more expensive structures, in just one DFW terminal garage today (Terminal D, the largest garage) there were over 2,000 empty spaces on the rooftop and nearly as many on the bottom two floors.

DFW parking garage 1

During the busy holiday season, most of DFW Airport’s parking garages are sparsely used.

At $24 a day for regular parking, that’s a revenue loss to DFW Airport of at least $150,000 a day. And these figures are for the busiest travel time of the year: late December. That’s a staggering financial loss when multiplied by the month or god forbid, fiscal year of lower average air travel numbers.

Nevertheless, most of the year, the DFW Airport Parking is a ghost town, with good reason.

First, if you depart from DFW Airport, your flight might leave from any of 5 separate terminals. You may park near your departure gate, then find yourself returning to DFW at one of the other terminals. If you only have hand-carried luggage, you might be able to find your way via the SkyLink train to your original terminal’s parking garage.

DFW airport skylink

If you only have hand-carried luggage, you can use the Skylink to get from your arrival gate to the terminal where your car is parked.

But if you’ve checked a bag, you get to endure the DFW parking hassle: exit the secure area (sorry, no SkyLink for you), claim your bags, then go outside and wait for an airport shuttle bus going to the terminal where you parked (don’t get on the wrong one!). Heft your luggage on and off the shuttle bus, sit through the airport traffic (the shuttle buses all drop off upstairs, in among the passenger pick-up congestion), then drag your bags to your car—if you can find it.

dfw airport link bus

To get from your arrival terminal back to where you parked your car, you’ll need to find the correct shuttle bus, outside, after you’ve collected your luggage from baggage claim.

The cheaper, more efficient alternatives? There are several, and they all make more sense than spending $24 a day for the typical DFW Airport multiple garage-bus bag drag.

dfw parking spot

First, I use The Parking Spot because there’s no problem with any terminal: they’ll pick you up at your car’s covered parking space in their secure lot, hand you a newspaper and a bottle of water, handle your luggage, and drop you off at your departure gate—all for less than half of the DFW Airport parking rate. Even better, it doesn’t matter what terminal your return flight arrives at, because their constantly circulating shuttle buses will pick you up anywhere (they have a cool app that shows you where your ride is) and take you right to your car in their lot. They handle the congested exit toll booths with slow, often balky automatic tag readers while you relax.

DFW parking gate

There are two Parking Spot locations north of the airport and one to the south, so they’re actually on your way home, which saves you even more time. There are several other off-site parking systems just like the Parking Spot, all at a fraction of the DFW Airport terminal parking rate, all without the post-flight bag drag, bus ride and hunt for your car.

But the most obvious solution, if your trip is longer than two days: Uber or Lyft. A driver will pick you up at your home, drop you at your gate. Same going home, only the reverse and depending on where you live, Uber saves you a ton compared to the flat $24 a day airport parking rate, which will require you to endure their shuttle bus bag-drag hassle in most cases.

Uber 2

Yes, there are “reduced rate” lots on the airport, but they’re all uncovered and expose your car to the elements—including the frequent hail storms for which the DFW area is famous.

DFW airport employee parking

The DFW Airport employee lots are crowded and unprotected.

The DFW Airport employee parking as even worse. The lots are jammed, the employee buses crammed and inconvenient and the lot uncovered, guaranteeing extreme weather damage to employees’ cars. Meanwhile, the airport has more than enough excess terminal parking to accommodate employees’ cars, sitting empty, while they pay for lumbering shuttle buses that drivers get to dodge on the airport roads. The irony is, they’ll probably build even more uncovered employee parking and have to pay for even more employee buses instead.

DFW airport employee bus

When will the shortsighted DFW Airport management step into the modern era and use variable parking rate software (think: variable rate toll roads) rather than the outdated, failing flat rate that’s totally uncompetitive with the other great parking or driving alternatives? When will they step up from the miles-away, bare bones employee lots, bus expense and increased traffic congestion in favor of more productive, first rate terminal parking in some of the already existing excess capacity?

DFW parking bus 1

It’s well past time. But until they do, parking at any DFW Airport garage is a waste of money and comes with needless hassles due to the DFW Airport’s shortsighted management. That’s the trouble with DFW Airport parking.

dfw airport night





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

BookCoverPreview half

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

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createspace screenshot



Fearful Flyers: Here’s Help

Posted in airline passenger, airline pilot blog, fear of flying with tags , , , , , on September 10, 2017 by Chris Manno

BookCoverPreview crop

The more an airline passenger knows, the less possible it is for the unknown to overinflate itself and stand in the way of your travel with family and friends to fun, faraway places and adventures.

Here’s an insider-look with street-level explanations for everything you’ll encounter from your doorstep to the airport to your seat on the airplane: sights, sounds and sensations–what to expect, and why.

If you have a fear of flying or worse, if you’re unable to fly because a loved one has that fear, thereby grounding you too,  here’s an easy, accessible, low-key way to start the reassurance that leads to air travel.

If you relate to the JetHead blog–you’ll love this book. Get yours now, from Amazon Books.

To order, CLICK HERE.

Amazon order page




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


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.


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 “” 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.


–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.

gilligans island



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


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.

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.


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.


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.


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–

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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.


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.


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.

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.


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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When Dogs Fly.

Posted in airline pilot, airline pilot blog, dog kennel, dogs, dogs in flight, dogs on airliners with tags , , , , , , , , , on June 20, 2017 by Chris Manno

I confess: I’m a dog person. I believe they’re the most wonderful, faithful, generous companions a person could have, which presents an enormous obligation: dogs ask for little, but depend on us to provide what little they need.


I need to reassure our four-legged friends that they’re not alone or forgotten and that we’ll take care of them in flight.

Flight is not something a dog needs. So let’s get that straight first: if a dog is on board an airliner, shipped as cargo, that’s nothing the dog needs or wants–that’s for the owner.

“Cargo” is the key word here, too. Because dogs are NOT cargo, they’re living, breathing, feeling creatures who don’t deserve to be “shipped” for the same reasons YOU don’t: the ramp is noisy, scary, dangerous, too hot, too cold, exposed to wind, rain, lightning and jet blast. They’re going to spend a significant amount of time exposed to all of those stresses before we even get off the ground.


Water spills so easily–I try to refill when possible as dogs are put aboard.

Our cargo crews on the ramp are superstars and care about animals. But when your dog is “shipped,” he’s treated like cargo, which means spending time on the ramp for both loading aboard and unloading from the aircraft.

That’s harsh for an unknowing pet with sensitive hearing subjected to the extreme noise of jet engines in close proximity and harsh temperature extremes. It’s scary and confusing for a dog to sit in a kennel in unfamiliar circumstances surrounded by strangers.

Worse, the mechanics of shipment almost guarantee the dog will go without water, because the belt loader that puts your kennel into the cargo compartment is of necessity slanted.

Image result for cargo belt loader

That slope alone will spill half the water in a dish in a kennel. The rest will be sloshed out by turbulence and even inflight manuevering, including climb and descent pitch attitudes of plus or minus fifteen degrees, and bank angles up to thirty degrees.

I make it my business to visit all canines put aboard my flights. I need to know they have water for the flight, and I bring my own downstairs to the ramp to refill their dishes in their kennels. I like to reassure them that they’re not abandoned, that they’re among people who care.


Glad to share my crew-provisioned water with our Very Important Pets.

I check on them once they’re aboard and if I can, I make sure they get a water refill before we close the cargo door because I know some has spilled during even the most careful cargo handling, which our crews do.


And I think of dogs aboard in flight, realizing they have highly-tuned vestibular senses that probably are upset by excessive manuevering or bumpiness. They’re downstairs, alone, among the cargo boxes and bags. Trust me, the temperature is just fine in the cargo compartment, but it’s still, for a dog, much as you would feel if you were suddenly, inexplicably thrown into the trunk of a car and driven around for hours.


“Hang in there, my friend–we’ll get you home safely.”

So, sure, sometimes you may have reason to ship your dog by air, although my own best friend will never be subjected to the trials and tribulations of “cargo flight.” In fact, I’d only recommend shipping your dog by air as a last resort. And I’d add that there are caring airline people who will do all they can for your precious pooch along the way.


One of our ramp superstars in the cargo hold with my water, topping off a pooch’s water dish right before closing the cargo door.

Just be sure it’s a last resort, a short flight, and that caring people look after your dog along the way. If that happens to be on one of my flights, consider it done.

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