New Airline Ratings Resource: It’s All About You, Eventually

by Chris Owen on

Pretend you had never been a passenger on one of today’s commercial airlines, but had the need to choose one. How would you do that? Look for airlines with a good safety record? One that is rated highly on service, a low cost leader or some other criteria that is important to you? A new, free airline rating service promises to cover all that and more.

Launched this week, AirlineRatings is poised to offer an in-depth, educated look at airlines from a number of perspectives. Developed by Australian Geoffrey Thomas and staffed by aviation editors, AirlineRatings has a comprehensive list of over 400 airlines, rated several ways.

In addition to forensic safety ratings based on the last two years of incidents, AirlineRatings sources actual passenger experience in a TripAdvisor sort of way, gathering reviews from its members. Like top-ten lists? AirlineRatings has top-ten lists for Travel Apps and Airports that are not really anything to get excited about. But they also have interesting top tens for long-haul economy-class cabins, premium economy, long-haul business-class cabins and first-class cabins, noting the best of each. Those alone are worth a click or two.

One really usable feature is AirlineRatings’ Aircraft reference, offering photos, history, manufacturing and construction details, passenger features and safety ratings. A “Future of the aircraft” feature taps the opinions of AirlineRatings’ experienced editors (AvGeeks), like this:

“To remain competitive with a new generation of jetliners, Airbus is developing the A320NEO (New Engine Option). Using latest-technology engines in the 30,000-lb.-thrust class, the NEO promises an estimated 15 per cent reduction in fuel consumption, with 20 per cent lower maintenance costs, significant numbers in today’s highly competitive airline market.”

One hot feature that could bring some interesting reads is their Make A Difference page, that is collecting our suggestions, recommendations and/or comments on how to improve the global airline industry.Coming up, AirlineRatings will have a source for airline food reviews, which could be interesting as time goes on. Like other crowd sourced info sites and apps, right off the starting line AirlineRatings is in need of the crowd. Good things are possible here though; we’ll check in with them again in a few months to see how this promising site is working out.

Here’s more:


Hot, Tired Airline Patrons Sing R. Kelly’s ‘I Believe I Can Fly’ In Protest To Long Wait Times

by McLean Robbins on



In a now viral video, passengers on an Allegiant Air flight from Phoenix to Las Vegas this past Sunday took matters into their own hands after allegedly being delayed on and off the tarmac for several hours – often with no air conditioning in the hot Nevada weather. Their solution to the high temperatures and tempers? Playing and singing along with R. Kelly’s hit song, “I Believe I Can Fly.”

User qtip83 posted the original link to Reddit, stating that he was flying back from a bachelor party with 15 of his friends when their flight was stuck for several hours due to mechanical problems.

This incident is raising concerns about passenger safety and the overall length of time people can be kept on the tarmac with mechanical problems.The original poster alleges that the delay was around five hours, but not spent consecutively on a plane. “We changed planes after 2 hours,” he wrote, stating that they then “[s]pent one hour in the airport, and then 2 more hours on the second plane that broke down. So technically it was not more than 3 hours consecutively on the tarmac.

According to the above poster, the DOT did not violate aviation rules that prevent planes from sitting on the tarmac for more than three hours.

The US Department of Transportation Consumer Aviation Protection even weighed in on the thread, stating:

DOT rules prohibit most U.S. airlines from allowing a domestic flight to remain on the tarmac for more than three hours unless: the pilot determines that there is a safety or security reason why the aircraft cannot taxi to the gate and deplane its passengers, or Air traffic control advises the pilot that taxiing to the gate (or to another location where passengers can be deplaned) would significantly disrupt airport operations.

U.S. airlines operating international flights to or from most U.S.airports must each establish and comply with their own limit on the length of tarmac delays on those flights. On both domestic and international flights, U.S. airlines must provide passengers with food and water no later than two hours after the tarmac delay begins. While the aircraft remains on the tarmac lavatories must remain operable and medical attention must be available if needed.

What do you think, readers? Was the mid-delay escapade funny or just plain annoying? Should the airline have been better prepared to handle the delay?

Private Jet Travel For The 99 Percent: Book Your Private Jet Via Facebook Or App

by McLean Robbins on

It’s easier than ever to travel like the 1%. Tech-savvy travelers know that they can use services like Uber in many major cities to call a town car or SUV on demand. But what about air travel? Historically, private jets have been reserved for the ultra-wealthy and celebrities who can afford to keep that G-4 on 24/7 call.

Companies like NetJets have attempted to democratize the private airline industry, offering purchase of private jet hours at much lower price points than full ownership, but the barriers to entry are still there. A NetJets Marquis Jet Card allows people to purchase as few as 25 or 50 jet hours, but the cost is still around $120,000 for just a few hours in the air.

Of course, this may not seem pricey to companies who need to get somewhere now or those people who are already used to chartering planes for private use – the cost has been proven to be money saving, in some instances, for groups of business travelers used to traveling first class commercially.

But now a new breed of private jet companies has infiltrated the marketplace. Names like JetSuite and BlackJet are revolutionizing private aviation, transforming the term “jetsetter” into something nearly anyone can afford.

JetSuite, a private jet airline that launched in 2009, offers a guaranteed price quote for flights to more than 2,000 airports across North America and the Caribbean. CEO Alex Wilcox, a founder of JetBlue, certainly aims high – his goal is to make JetSuite “the Southwest Airlines of private jet travel.”

He’s well on his way. Through the company’s “SuiteDeals,” released daily via Facebook and Twitter, consumers can find empty leg sales opportunities ranging from $499 to $1,499 for next-day, one-way trips. The price isn’t per person; it’s per aircraft – on a Phenom 100 (seats four) or a Citation CJ3 (seats six). The type of aircraft is confirmed after booking.

Today, for example, one could fly from San Diego to St. George, Utah, for $536.43. A commercial flight on Delta would be $406, economy, with one stop in Salt Lake City.

BlackJet is essentially the Uber of private jets. The company lets you book private flights via iPhone app, reserving seats two days in advance on flights between San Francisco, New York, Los Angeles, Las Vegas and South Florida. Other cities are coming soon, like Chicago and Washington, D.C. Well-behaved pets are even permitted. The company has generated some serious buzz, raising over $3 million in funding with names like celebrity Ashton Kutcher and SalesForce CEO Marc Benioff backing the company.

It’s a bit less populist than Uber. You have to be a “member” to book a trip – which means signing up online and waiting for approval. There’s also a $2,500 “member fee” for your first flight. You won’t get charged until you book that first ticket, but it’s there. After that the flying part is pretty easy. You travel, then pay, and members enjoy guaranteed seats on flights. The cost is a bit more than JetSuite too, but the planes are bigger and the flights often longer.

A seat on a flight from DC to San Francisco for next week would cost $3,351 per person, compared with commercial economy flights from $253 (with stop) or first class from $732 (with stop). It’s pricier than flying with the public, but still a lot cheaper than the comparable $20,000 to charter that plane on your own.

What do you think, readers? Would you try one of these new private jet models? We’d be thrilled to test either – but probably need to check our savings accounts first!

Follies And Fixes In Long-Haul Travel

by Pam Mandel on

It was not yet 6 a.m., but I had a bad feeling about how the day was going to go. The stone faced desk clerk had no interest in checking me in here in Vienna, not to mention through to my final destination, Seattle.

“No. Different booking.”

“But it’s with the same airlines…”

“Different booking. No.”

“So I’ll have to…”

“You’ll need to collect your bag in Amsterdam, and then check in again when you get there. Take your bag to the departures desk.”

“I don’t understand. These flights are on the same airlines. Can you check me in, at least, so I can drop my bag…”

“No. Different booking.”

I gave up. Priority club, my ass.I accepted the boarding pass for my flight from Vienna to Amsterdam and headed through security. I told myself to chill, my stop was six hours and I had a lounge pass tucked into my wallet. I’d recheck in Amsterdam and then spend the morning napping in the KLM lounge.

At the check-in desk in Amsterdam, I asked the clerk what the problem was, why I couldn’t check in, why I couldn’t get my bag through.

“It’s terrible,” she said, “but they’re responsible for your luggage. If they lose it, they have to pay to have it shipped. They don’t want to do that.”

“But it’s with the same airline, both of my flights are KLM/Delta.”

“I know,” she admitted. “It makes no sense.” She shook her head.

I felt somewhat placated. It wasn’t a huge annoyance, but I wanted someone to agree that it was ridiculous. Off I went to clear security again and to breathe the rarified air of the frequent flier lounge.

“No. This pass is no good here.”

“But it says on the website that …”

“Yes, but not for day passes. We don’t take the day pass here. Delta doesn’t pay for the use of the lounge, so we don’t take their passes.”

I thought I’d understood the rules; I’d read them before buying my pass. I couldn’t bring a guest, but I only wanted to bring… myself. Obviously I had not studied the small print with enough detail. And I’d made the mistake of asking the KLM Twitter account, not the Delta Twitter account, about access. What I don’t understand about airline partnerships could fill a book.

“You can buy a pass for 45 Euros.”

I’d spent 50 dollars to buy the lounge pass. It’s not so much money, but I was getting crankier and crankier. I was trying not to get angry. I was tired. I’d been up since 4:30 that morning. I knew I’d be tired; I rarely sleep well before a long flight.

“But you’re partners,” I said. “You give me partner status everywhere else.”

“Let me see what I can do,” said the desk clerk, who then called a supervisor, a cool woman in uniform who offered to sell me a pass for 45 Euros. I looked at the KLM agent, angry at her and at myself for not making sure I’d understood the small print.

I told myself to chill. Again. Schiphol is a nice airport. There are worse places to spend a few hours drinking coffee and people watching and dozing in lounge chairs. There’s good food, and Wi-Fi that’s not great, but is fast enough for complaining on Twitter about how you’re angry at your airlines.

“Get more coffee,” I thought. “You’re just tired. This isn’t a big deal.”

I got coffee and juice and a sandwich on good brown bread with very fresh mozzarella. I opened my laptop and complained. I drank my juice. I drank my coffee. I hammered away on my keyboard, the picture of a crabby, tired traveler on a stopover.

This business with my lounge pass was the last act in a comedy of errors in my travels to Europe and back. Thanks to a cargo problem on my outbound flight two weeks earlier, my connection in Schiphol to Frankfurt was airtight. I was the last passenger to board the plane – my luggage would not make it. I was not particularly worried. I’d seen a series of flights to Frankfurt following mine. Worst case? My bag would show up while I was sleeping. I could chill.

I went to report the missing luggage at the Delta counter in Frankfurt.

“You need KLM,” said the man at the desk.

“But I checked in on Delta… and there’s nobody there.”

“There HAS to be somebody there,” he said, clearly exasperated, and then, walked me back to the KLM desk. There was nobody there. I walked out into arrivals and asked at the information desk, and then, was directed back into the baggage hall.

The clerk had materialized, removed the “Closed” sign, and was taking missing baggage reports from two impatient Israelis who’d boarded just before I did. It was my turn.

“Here’s your claim number and the website where you can find out when your bags will arrive.”

I stowed the printout with my documents and headed to the hotel. It took me 15 minutes to get there. My luggage was reported on the ground and ready for delivery not long after I’d had lunch. At about 12 hours, I asked for help in calling the number given to me by the clerk at the baggage desk.

“Oh, lord, don’t call that number! They’ll charge you by the minute!”

“Wait, I have to pay them to tell me where my stuff is? That’s crazy.”

I checked with customer service online. “Your luggage is on the ground and ready for delivery,” they said.

“Well, I KNOW that,” I replied. “I’ve know that for 24 hours now.” My bag did finally appear, nearly 36 hours after I’d arrived.

“We’re sorry for the delay,” said the note from KLM. “We hope you understand.”

I’d had it with ground services by the time I returned to Schiphol two weeks later. Any one of these events in isolation I’d have written off as bad luck, a bad day, or general travel mishaps. But the aggregation was making me irritable. The Delta KLM partnership began to feel like a an embittered marriage, kept together for the sake of the kids. I imagined them bickering after the little airplanes had gone to bed. “You said you would…”

I gazed past the plastic chairs and iPad-using Germans and families of bleary Americans in sweatshirts, breakfasting in various states of disconnection with their surroundings. Just on the edge there was the pale purple glow of the Yotel, a pod hotel that offers hourly cabins with showers. I looked at my crumpled, useless lounge pass, at my overpriced juice, at my angry typing on the weak Wi-Fi and then, I checked in for three and a half hours of attitude adjustment.

It cost me 46 Euros for the stay. For that, I got a tiny, clean, super efficient cabin with a comfortable single bunk, a shower and toilet, a TV (which I did not turn on), a powerful Wi-Fi connection, unlimited non-alcoholic drinks (which I did not take sufficient advantage of) and some much needed private space in which to reset my state of mind.

It was money well spent. When I checked out of my cabin after a short nap and some silent lethargy, I felt human again.

Airline partner terms are unclear, delays happen, the mystery of why you can check in here and not there – these things are all part of the process. The follies of transit are a critical part of travel and often, they are unavoidable. As a seasoned traveler, it’s rare that I let this stuff get under my skin.

But sometimes, when patience wears thin, you can throw a few bucks at a problem and not make it go away, but at least make it better. Upgrade your seat to Economy Plus, spring for a taxi and get an airport hotel the night before the early flight. Don’t buy the Day Pass, that way lies madness, but get yourself something nice. Travel is totally glam, but sometimes, it’s wearing and takes a toll. Give yourself a break. Book the pod for a few hours and make yourself human again.

Plus, you can use that refreshed energy for complaint letters to the airlines on the long flight home.

How Frequent Fliers Might Be Affected By Airline Merger

by Chris Owen on
Speculation seems to be running rampant about potential losses to frequent flier accounts via the merger of American Airlines with US Airways. A new study recently analyzed American Airlines AAdvantage program and US Airways Dividend Miles program and found several pros and cons, many depending on which airline’s existing program is adopted for both.

Comparing programs, TravelNerd looked at some possible scenarios and came up with some interesting “what if?” results. Not all are bad either. US Airways members would come out ahead, for example, if the combined airline sticks with American’s meal program, enjoying meals on three-hour flights.

That’s good news. Not-so-good news: increased baggage fees could be a result as well. If the American Airlines program is adopted for both airlines, US Airways passengers will have to pay $25 more for three or more bags, and $10-$25 more for overweight bags

Thinking the new alliance means less countries, TravelNerd says US Airways will say goodbye to Star Alliance and join Oneworld, so Dividend Miles members will lose access to 44 countries.On the other hand, I am a member of both loyalty programs and received emails from each saying not to worry and that everything will stay the same. TravelNerd cries foul.

“Airlines are aware that mergers make consumers nervous and will send newsletters to members to ensure that their miles and status are safe,” Amy Lee TraveNerd Senior analyst told me via email. “This is true there are usually no changes in the short term.”

But Lee believes that change is coming and once the merger is complete and has passed government regulations, the streamlining will begin.

“One way they plan to do this is to bring Dividend Miles members into their AAdvantage program,” notes Lee. “In the American Airlines Merger Investor Presentation, they wrote, “US Airways members join AAdvantage, the first and best developed loyalty program in the world.” This implies that they plan to maintain one loyalty program – presumably AAdvantage since American Airlines brand will be taking the helm of this merger.”

Travelnerd points to the United-Continental merger as an example, noting that merger was announced in May 2010 but frequent flier accounts were not linked until March 2012.

More bad news from the study is the notion that more members equals less upgrades. TravelNerd predicts that with a combined total of over 101 million members, frequent fliers will have a tough time upgrading their seats.

Our first thought: Why? Are they going to sell off a bunch of planes? We’ve heard nothing of decreased capacity.

“Regarding upgraded seats, you’re right there are going to be the same number of seats available,” replies Lee. “However, Dividend Miles members currently enjoy many upgrades due to their smaller frequent flier program (30 million members). Once the merger finalizes, the AAdvantage members (71 million members) will make it harder for the Dividend Miles members to enjoy as many upgrades as they currently do because of the increased number of frequent fliers.”

Admittedly, much of what we have here is speculation. But if Merger History 101 tells us anything it’s that change is inevitable. It will be interesting to see how it plays out.

For a closer look at the merger from an unbiased source, we turn to public broadcasting and their sobering view on the topic:




[Photo Credit- Flickr user the queen of subtle]