Archive for the airline Category

Now Give *Yourself* a Gift: Signed Copy of An Airline Pilot’s Life.

Posted in air travel, airline, airline industry, airline pilot, airline pilot blog with tags , , , , , , , on December 26, 2020 by Chris Manno

You deserve a post-holiday gift for yourself. For a limited time, you can grab a signed copy of Amazon #1 New Release and winner of “Best Non-Fiction of 2020:”

The perfect reward for yourself, or the gift of inspiration for any fledgling aviator or anyone considering the airline pilot career field: from first solo in a Cessna 152 to supersonic solo in a USAF T-38, then on to seven years as a USAF pilot, then 35 years in the cockpits of the world’s largest airline, most as captain.

Here’s what readers and book reviewers are saying about this insider view of the airline pilot world:

Written with heart, wry wit, and honesty. Chris Manno has a strong eye for dialogue and for detail, and both are put to use in this entertaining, info-packed memoir of a pilot. –J. Beldon

Wow; just, wow. Great read. Refused to put it down. –NB

Right from the beginning of this book, I was hooked, reading the story of what could have been a deadly end to a planned jump from an airplane. –Maryann Miller

An honest peek inside a life well-lived, An Airline Pilot’s Life is the best memoir I’ve read in years. –Jennifer Silverwood

Get your signed copy HERE. Or, just scan the QR code below to go directly to the order page.

Should the Boeing 737-MAX Fly Again?

Posted in air travel, airline, airline pilot, airline pilot blog with tags , , , , , , on November 11, 2020 by Chris Manno

Should the Boeing 737-MAX fly again?

The simple answer is, yes, the Boeing 737-MAX should and, I’m certain, will fly again. But the next question is even more important: is the airline industry prepared to fly the MAX? The answer to that is neither simple nor optimistic. Let me explain.

First, here’s my perspective. I have over 5,000 hours of pilot-in-command time in the Boeing 737-800 as an American Airlines captain. When the airline began to integrate the MAX into our fleet, I went through what I would classify as a very minimal “differences” training program: this is different; this functions in a new way that is actually better though counter-intuitive; this is completely different and ultimately, muscle memory and patterned responses must all be relearned. And that half-day of “training” was actually six months before we’d even put the first MAX into flight ops. Like anyone could or would remember the details for the six months until the jets arrived, or could refresh their “differences” knowledge by reviewing the digital media put together by the Fleet Training staff.

            That’s the reality of training at a major airline, where the benefit of a high-time pilot group is mortgaged by the airline bean-counters who will cut the training to the bare minimum because “pilots will figure it out on the line.” That was my exact experience after over 15,000 MD-80 flight hours as I transitioned into the 737 fleet. The old workhorse MD-80 was a simplistic, 1960s-era round-dial dinosaur compared to the advanced flight management systems on the 737-800. Everything from navigation to displays to engine power management was brand new and generation ahead of the Old Maddog I was used to. Don’t get me wrong—I loved the brand new -800 and she was a definite step up from the Douglass world.

            But the training, even for a twenty-four-year captain, was like drinking from the firehose or as we’d say in my Air Force pilot days, like cramming ten pounds of shit into a five-pound bag. “It’s alright,” the training folks would say, “You’ll figure it out on the line.” And I did, of course, with the gracious help of a fleet of highly experienced First Officers. Even so, after my initial qualification checkride, I told our Fleet Manager, “You know, coming off the Jurassic Jet, I sure could have used a couple more days to work through this training syllabus.” “Yeah,” he sighed, “When we originally designed the syllabus, it was two days longer. But the bean counters at headquarters said, ‘eighty-percent of the pilots could do it in less time,’ so they shaved two days off to save money.”

            I’d seen that before, as an MD-80 Check Airman myself. The FAA had designated several challenging airports as requiring additional pilot instruction to ensure flight safety. One of our MD-80 “special” airports requiring captains to fly their first approach with a Check Airman was Montrose, a ski destination in the Colorado Rockies. As a Check Airman, I’d be given training on an actual flight into Montrose by another Check Airman who’d already been “trained.” In my case, the checkout flight was with a Check Airman buddy who’d been to Montrose exactly once, on his “training” flight. The next day, I’d do the same for another Check Airman, after being their exactly once myself. Get the picture?

            Now, fast forward to the MAX’s return. Of course, the FAA will mandate some “training.” And of course, the airline bean-counters will try to shave off training dollars, to cut the cost, to let pilots, especially the very capable and experienced major carrier pilots, “get it on the line.” But the problem with that is there are no high-time MAX pilots, unlike the ones who helped me through my first 500 hours on the 737-800. And no one’s been flying the MAX in years, so there’s really no experience base to draw on by pilots in either seat.

            The Allied Pilots Association representing the 15,000 pilots of American Airlines says the MAX training program is inadequate in several areas but the one that stands out is timing: every three years for this vital training, says APA, is totally inadequate. And I totally agree.

            Make no mistake about it: the American Airlines pilots are the best in the world and thankfully for all concerned, they’re represented by a strong union with plenty of safety and training expertise. That’s why there have been no problems with MAX flights done by any major U.S. carrier. But what about the small carriers in developing countries with little or no longstanding training, supervision and oversight budget or practice? With low-time, neophyte pilots? The Lion Airs of the world?

The Allied Pilots Association is the canary in the coal mine: if they’re concerned, so am I. If the American Airlines pilots need more and more frequent MAX training, so do the Lion Air pilots. Yes, the MAX can, should, and will fly again. But not until the training is right so the pilots are ready. Period.

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Live the airline pilot life, from military flying to the world’s largest airline.

Start your journey HERE.

Should My Kid Become An Airline Pilot?

Posted in air travel, airline, airline cartoon, airline pilot, flight attendant, flight crew, military flying, pilot with tags , , , , , , on October 17, 2020 by Chris Manno

I get asked that a lot, especially these days, as people with aircrew dreams worry about the recent implosion of the airline world. The quick answer is “yes and no.” Stay with me.

First, how old is your “kid?” Kids–high school and college–are ten to fifteen years out from being qualified for an airline job anyway. So, here’s the yes: chase that military pilot pipeline–USAF, USN, USMC, and US Army. By the time you’re ready with military flight hours and experience, the airline pendulum will be on the upswing, as it eventually must be.

Yes, military flight training is tough to get into, and, as I discovered firsthand, even harder to get successfully out of:

My flight journey, from “kid” to USAF pilot training to 35 years in the cockpits of the world’s largest airline, most as captain. Read this.

But if the “kid” is thinking of flying for an airline any time soon–think again: this most recent airline meltdown cost the jobs of anyone with less than ten years at a major airline. Anyone hoping to get hired now will have to get in line behind those currently on the street, awaiting recall to their airline job, before any “newhire” sets foot on the property.

I actually told a couple kids that. It is kinda true …

But if you’re the thirty-something considering a career change: I wouldn’t. You’ll be the last one hired and will probably never upgrade to captain, even if you do get hired, because you’ll be too old.

So, tell the kids, “Work hard in school, fight your way into military flight training–preferably with the Air National Guard or reserves–then fight your way back out. DO NOT GIVE UP–before or after. Serve your country, get the best flying experience in the most advanced, coolest jets in the world, then bide your time. The next people hired as airline pilots are kids now. This is your time: focus, dedicate yourself, and do not take no for an answer (see my story above). Be there, ready, when the airline biz recovers, redefines itself, and rebounds.

Trust me: it’s worth the wait.

Furloughed? Free Stuff.

Posted in air travel, airline, airline pilot, airlines, aviation, crewlife, flight, flight attendant, flight crew, pilot with tags , , , , , , , , , on October 6, 2020 by Chris Manno

My heart goes out to all of my colleagues, pilots and flight attendants, who’ve borne the brunt of the latest travel industry meltdown. There’s not anything much worse or more stressful than losing your job.

So, here’s freebie that will allow you to take a little bit of the airline crewlife with you while you’re temporarily sidelined. It’s the good, the bad, the ugly; the fun and the real-life drudgery of airline crew life, as well as the secret joy, benefits, and one-in-a-million experiences that make up your crew day.

If you are a furloughed airline crewmember, you can download this Kindle book FREE on October 7th:

Simply CLICK HERE on October 7 and follow the Amazon prompts to download your free copy.

Enjoy an exclusive, insider view of airline crewlife while you count the days until you’re back flying the line. Take care, and all the best.

Air Travel in the Time of Pandemic

Posted in air travel, air travel humor, air traveler, airline, airline cartoon, airline pilot, aviation, flight attendant with tags , , , , , on September 15, 2020 by Chris Manno

People today love to embrace an awful horror story, especially one that makes for good click bait. “Air travel” and “pandemic” in the same sentence will draw social media responses well beyond the mundane details of daily life–but therein lies the fallacy.

While the CDC assures travelers that “Most viruses and other germs do not spread easily on flights because of how air circulates and is filtered on airplanes,” the larger warning, following this assurance, is that air travelers must “consider how you get to and from the airport, as public transportation and ridesharing can increase your chances of being exposed to the virus.”

In other words, it’s not the spectacular, scary “omigod I could get COVID on an airliner” premise but rather the mundane daily life exposure that’s the real threat. Between boarding and deplaning, from home to destination then back to home, you’re going to clock much more exposure to viruses than you will on the actual flight.

That’s exactly as it always has been in the airline biz–spectacular but .0011% accident rates are the clickbait headlines fueling air travel worries, even though over 200,000 annual U.S. traffic deaths don’t dissuade anyone from driving the Airport Freeway to get on a flight.

Airlines are taking this outbreak seriously–and notice that social media hysteria aside, the CDC has now reclassified Covid-19 as an “outbreak”–which is startling to me having been an airline pilot for decades. Typically, airlines are reluctant to enforce behavior standards among passengers for fear of damaging brands, invoking boycotts, or grabbing ugly headlines from out-of-context social media videos and photos. Not so in the case of Covid: passengers have been banned for life from several airlines for refusing to comply with CDC-recommended precautions.

The reality is, air travel, with aggressively sanitized planes, explicit exposure-minimizing crew procedures, and inflight uber-filtered air makes the actual flight the least contagious part of your trip.

So ignore–and resist creating–groundless social media click bait. Take normal precautions, bring hand sanitizer, water (stay hydrated!), mask up, and get aboard. If there’s anything to actually worry about, it’s your drive to and from the airport on deadly highways.

Air travel, as with freeway traffic, simply requires personal responsibility, normal precautions, then a determination to get on with your life.

Please do.

Looking for the real-life, in-cockpit view of air travel and airlines? Here it is. Awarded “Best Non-Fiction of 2020,” paperback or Kindle, from Amazon Books. CLICK HERE.

An Airline Pilot’s Life named “Best Non-Fiction 2020.”

Posted in action-adventure, air travel, airline, airline novel, airline passenger, airline pilot, book review, books, reading with tags , , , , , , , , , on August 29, 2020 by Chris Manno

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Amazon #1 New Release An Airline Pilot’s Life was named “Best Adult Non-Fiction of 2020” by the N. Texas Book Festival.

Book sales continue to surge as readers discover the opportunity to live firsthand the in-cockpit experience of flying a military jet, then a three-decades-long airline pilot career, most of it in the captain’s seat. “An Airline Pilot’s Life is the real deal,” says Literary Review.

Grab your copy, paperback or Kindle, from Amazon Books.

Just CLICK HERE.

Then, strap in, and let the dream take flight.

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Do Pilots and Flight Attendants Hook Up?

Posted in air travel, airline, airline cartoon, airline pilot, airline pilot blog, flight attendant, flight crew, pilot with tags , , , , , , on July 2, 2020 by Chris Manno

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The simple answer is, yes … and no. Here’s the full story.

First crewlife is different from the average work life, for a couple reasons. First, when crews show up “at work,” the first thing they do is scatter to the four winds. No boss, no supervision, no oversight–gone. I always liked that aspect of my job as an airline pilot, especially as a captain: there’s no “boss”–except maybe me as captain–but rather, just a job to do. That job is flying, something we like to do.

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When we as crew are out on the road, most of the logistics that the biz or leisure traveler need to worry about are taken care of: transportation, hotels, airport access. So, in theory, there’s the potential for some social interaction.

In “the good old days,” pilots and flight attendants were “paired” for an entire sequence, meaning, the cockpit crew and the cabin crew were scheduled for the same flights and the same layovers, sometimes for the whole month.  If there was time an opportunity–say, the long Cabo layover, with open bar included in the hotel stay–there could be some partying going on.

We used to say on the Fokker, which had a crew consisting of two pilots and two flight attendants, that every trip was a double-date. In fact, on my F-100 captain checkout trip, I met a flight attendant who I dated for much of the next year.

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The F-100: “Every trip was a double-date.”

That ended when I met another flight attendant on another F-100 trip and in less than two weeks, we decided we should be married. And we have been married for the past twenty-five years. I detail this story, plus many other pretty extreme pilot and flight attendant connections, here.

But truth be told, we’re the exception to the rule. While there are many pilot and flight attendant couples, and many flight attendants married or committed to other flight attendants, and many pilots with the same connections with other pilots, several factors have made those connections less likely.

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First, the crewlife workday ain’t what it used to be: work hours are longer, layovers are shorter, and hotels are of lesser quality and the locations seldom in choice areas any more.

Plus, a few years back, the FAA instituted new crew rest requirements for pilots, but there are no such federally mandated rest requirements for flight attendants–a travesty in itself, but that’s another story. The end result has been that often, pilots and flight attendants stay at different hotels or even if they’re at the same property, the flight attendants are headed back to the airport after a shorter–typically inadequate–rest break.

Flight attendants are worn out from such brutal scheduling with too little rest. That kind of kills the social prospects of any layover situation. But there’s more.

Flight attendants tend to be outgoing, confident, adept at handling any situation, self-assured and practiced in the social arts from calming a passenger storm on board to leading their own lives with confidence and independence.

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Pilots tend more towards the nerdish, narrow-thinking, dogmatic way of seeing the world. It’s kind of the opposite pole of the typical flight attendant personality. Pilots land toward the control-freak end of the personality bell curve and many are insecure with a strong-minded, independent partner.

If a pilot can handle the typical flight attendant confidence and grace–and really, who wouldn’t?–the results can be a lifetime partnership:

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But then, there are also so epic train wrecks, and I detail them both, success and spectacular failure, in vivid, real-life case files in An Airline Pilot’s Life. Read it, and you’ll have a pretty clear picture of what exactly goes on between pilots and flight attendants.

From Amazon Books, Kindle ($5.19) or paperback ($17.99).

Just CLICK HERE.

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Freefall and Pictures

Posted in action-adventure, air travel, airline, airline pilot, airline pilot blog, flight, flight attendant, flight crew, flight training with tags , , , , , , , , , , , on June 23, 2020 by Chris Manno

Maybe you’ve heard of Amazon’s #1 New Release in Commercial Aviation, An Airline Pilot’s Life.  The true story starts with a step into nothingness 2,000 feet above the hard-packed clay of Southwest Virginia. Then, the parachute fails. Here’s the pic–and the story–plus a few more photos from this fast-selling new book.

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Last one into the jump plane, because I’m going to be the first one out. Then, all hell breaks loose.

From An Airline Pilot’s Life:

Chapter 1

Nothing but a furious blue sky above, laced on top with a wispy cirrus deck like a delicate veil. Below, the earth screamed up at nearly terminal velocity and the jump plane was nowhere to be seen. Fine.

“Hop and pop,” it’s called: fling yourself out the open aircraft door two thousand, maybe twenty-five hundred feet above the ground if the jump plane pilot’s feeling generous, then plunge. I only paid for two thousand feet, but I’d hoped for a bit more.

One fist on my helmet, drawn in as my ripcord hand goes for the handle, so as not to flip myself over from the imbalance. Grab, pull, wait.

Nada.

The rumply-fluttery sound of the main chute dragged out by the smaller drogue flapping upward in the slipstream, but no reassuring, nut-crunching harness tug of full deployment. Okay, arch your neck, look up.

Shit.

The sleeve’s still on the main chute and it’s wagging like a big streamer yards above my head. The sleeve covers, reefs, the main chute. Ain’t opening. I shake the risers like a stagecoach driver urging on a team of horses, trying to shake loose the sleeve, to let the main parachute blossom full and wide but no.

My frantic attempt to clear the streamer has eaten up precious time, too much time. I’d “cut away,” release my tangled main and go for my reserve chute, but I’ve spent too many valuable seconds trying to clear the tangled main. The reserve chute will need at least five hundred feet to blossom full enough to arrest my plunge. I can see cows below, coming into distinct focus, as the ground rises to meet me. That’s bad.

I’d had no money for flying lessons, paying my own way through college, so that was way out of my budget. But skydiving was a fraction of the cost. Bought a used chute, took a few lessons—just get me into the sky and I’ll find my own way down.

Like right now. The voice of calm logic in my head annoys the panicked side of my brain with the salient fact that well, with a streamer, you won’t achieve terminal velocity because of the tangled chute’s drag, so you’ll only hit the packed dirt at ninety, maybe ninety-five miles an hour.

The mortal side of me, the soft pink flesh and blood humanism that doesn’t want to impact the dirt clod strewn pasture land at ninety miles an hour begins to perceive the red lip of terror, but there’s more to be done. I clutch my reserve chute tight with my left arm, then pull and toss away the reserve ripcord.

Both the relentlessly rational side of me and the human side feeling the growing alarm of near death unite in the methodical, careful last-ditch effort: grab the reserve with both hands and throw it downward as hard as you can. Hope and pray the reserve chute catches air and inflates on the way up rather than tangling with the snagged main chute flapping away above.

I give it a heave downward with all I’ve got. I mash my eyes shut, not wanting to see the results. I’ll know soon enough, whether the chutes tangled together and assured my death within seconds, or if I’d beat the odds and have the reserve chute blossom and displace tangled main. Or not.

The calm, unrelenting voice of reason, always there no matter what, had the last words: you really didn’t have jump out of a perfectly good airplane.

Way to go, dumbass.

Copyright 2020 Chris Manno All Rights Reserved

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The rest of the story? It’s all here:

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For paperback or Kindle, CLICK HERE.

And …. more pictures from the true story.

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USAF Pilot Training in Lubbock Texas. We had a blast–the stories are in the book–and here are the real-life people from the story: me on the left, The Coke standing next to me, and Animal Hauser above us both.

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The Wolfpack, above. That’s me with my flight suit unzipped, Chip leaning on my shoulder, and Animal Hauser leaning in front of me. Lot’s of adventures with this bunch, and the book puts you in the cockpit with us.

Then, I shipped off to Kadena Air Base on the Island of Okinawa as a tanker copilot for two years of flying all over the Pacific, Asia and the Indian Ocean. Below, that’s me and Widetrack, a guy I flew with and shared some pretty wild times–which are also in the book.

Me and Widetrack, waiting on the wing of our jet.

Me and Widetrack, waiting on the wing of our jet.

Those were the early years, my Air Force experience which led me to a career as an airline pilot, which is also covered, putting you in the cockpit of the world’s largest airline. Here’s a sneak peek:

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Animal, Chip, me, and The Coke. The story of our journey from USAF pilot training to captain’s stripes is epic, and the details are what comprises Amazon’s #1 New Release in Commercial Aviation.:

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Kindle ($5.19) or Paperback ($17.99) Just CLICK HERE.

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“Mamas Don’t Let Your Babies Grow up to Be Pilots.”

Posted in air travel, airline, airline cartoon, airline pilot blog, airport, aviation, crewlife, pilot with tags , , , , , on June 18, 2020 by Chris Manno

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I doubt Willie and Waylon couldn’t pass an FAA administered flight crew drug test, and their “mamas” knew that, the song notwithstanding. But what about the rest of us?

Sure, airline pilots realize the challenges and constraints put on them by the profession, including constant flight evaluations, performance monitoring (any other profession data-stream and archive performance for analysis and critique?), invasion of privacy (any other professions require annual disclosure of  physicals, mental health, arrests and convictions?) and recurring random drug and alcohol testing.

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Enter Covid-19. which dwarfs the above career threats we’ve all accepted, endured and tolerated up until now.

Rewind just six months in the U.S airline industry and the picture was much different: the mid-1980s hires, pilots who are now nearing mandatory retirement (another unique airline pilot reality) which would create a massive pilot shortage across the airline industry. “If you get hired today,” the siren song went, “You’ll be a captain in five years.” Massive seniority catapult, the retirements were supposed to be.

Pilots at regionals felt they could be picky about which major airline they hire on with: I have a friend who flew for Comair for over ten years, waiting and adamant about only working for Delta Airlines eventually. After three years at Delta–when he could have gone to several other carriers years earlier–he’s now on the street for at least three years.

Another friend at Emirates reports their pandemic-mandated pilot cuts weren’t done strictly by seniority–rather, management took the opportunity to boot dozens of pilots with attendance records and other personnel issues the airline didn’t want to deal with ever again. Not furloughed–terminated.

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And many snooty pilots shunned the quiet financial dynamos like Spirit, Frontier and JetBlue, holding out for a marquee carrier like United, Delta and American, only to witness their peers who DID hire on with these powerful Low Cost Carriers upgrade to captain and enjoy a job security despite the pilot cuts (some are still hiring pilots) even as the “snooty pilots” are furloughed by their own carriers, with recall nowhere in sight.

No matter who they are or where they came from–the military, regionals, corporate, cargo or general aviation–all airline pilots have taken a beating, weathered harsh early flying jobs, invested unimaginable sweat equity, personal sacrifice, and expense, just to call an airline cockpit home. Now this.

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Me and my USAF pilot buds.

Ex-military pilots who maintained an ANG or AFRES connection may be able to get back onto active military service once again, but even that’s with drastically reduced pay and much more demanding flying in terms of time away from home and family, much less the risk involved in military versus civilian flying. Other may be able to make their “side hustle”–if they have one, into a financial lifeboat for the near term.

Yes, pilots laughed at me when I fought my way through 65 on-campus graduate hours to earn a PhD as they enjoyed their boat/motorcycle/airplane/toys, but I’ve been teaching at a university for the past 17 years and just upped my class schedule, mostly for the additional income.

I know several pilots who struggled through law school while flying fulltime and at least now have gainful employment despite the dried-up aviation opportunities. Others have real estate licenses, teaching credentials and I even know one first officer who’s on track with a management training program at a major box store chain. Not what we expected, but smart because it pays the bills.

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But it all comes down to this: if you want to be an airline pilot, beyond the many unreasonable demands of the industry and the government agencies that oversee the licenses required to hold the flight privileges, the fundamentals of personal and financial disaster lurk just below the thin veneer of airline pilot reality: flying is a great career–until the career vanishes.

I’m rooting for the pilots still clinging to their seniority lists despite reduced flight hours and the defacto pay cut that produces. I’m hopeful for the smart pilots who had the foresight to hire on with the Low Cost Carriers who are poised to dominate the airline biz in the post-pandemic years ahead. And I’m empathetic to those pilots who were simply victims of a very capricious airline industry, despite the rosy predictions of only a few months ago.

For everyone else: “Mamas, don’t let your babies grow up to be pilots.”

Get the full, insider airline pilot story:

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Amazon’s #1 New Release in Commercial Aviation! All the insider, in-cockpit drama of a major airline flying life.

Paperback or Kindle, just CLICK HERE.

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“The Best Of” Airline Cartoons

Posted in air travel, air travel humor, air traveler, airline, airline cartoon, airline passenger, airline pilot, flight attendant, flight crew, passenger with tags , , , , , , , , , , , , on June 2, 2020 by Chris Manno

Are you a pilot, flight attendant or passenger missing the good old air travel world that is only now creeping back from the screeching halt of demand that’s grounded most flights? Looking forward to getting back into the sky? Well, here’s a cartoon glimpse at what we’re all missing. Enjoy.

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Nowadays, people seem to judge others more than ever, questioning why anyone’s flying–ignoring the fact that they are too. And it even looks different today.

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The airport itself is open, but the concessions are mostly a ghost town.

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Crewmembers can expect enhanced security screening.

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Boarding is much less crowded.

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Inflight, it’s much the same as ever.

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The pandemic is a factor, but there are differences.

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After your flight, please remember:

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And know that your crew is waiting to welcome you back aboard.

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Want to get a firsthand, behind the scenes look at crew life? Here’s your chance to live the airline crew life:

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It’s Amazon Books’ #1 new release in Commercial Aviation: an insider, firsthand story of flying from years as an Air Force pilot, then into the cockpits of the world’s largest airline for over three decades of flying, most as captain, around the country and the world. You’ll live the cockpit experience firsthand, fly the trips, the aircraft, the approaches and more.

Get your copy from Amazon Books in Kindle or paperback format.

Just CLICK HERE.

 

 

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