I’ve been called many things in my life – good and bad (mostly good) – but the other day I was called something that made me stop dead in my scuffed up Mary Janes on the nappy blue carpet, something that made me, for a split second, take a step back and wonder, what the heck have I done with my life? And then I quickly shook myself out of it, because my life, to put it quite simply, is pretty darn great, and so I continued down the aisle.
What was it that actually made me examine my life at 35,000 feet? It wasn’t much. Just two little words. That’s it. But they were two oh so innocent, yet very shocking, little words.
I mean there I was, rolling down the aisle behind the snack cart. It was a nice day. My crew was good and the passengers were great. What more could a flight attendant ask for? I think we were probably somewhere over Illinois when I asked, over and over and over, “Would you care to purchase a snack?” That’s when I heard a scratchy voice located somewhere not too far behind me say something I could not believe.
“Sandvich girl! Oh sandvich girl!”
At first I laughed, and then I turned around. That’s when I realized it was me that the petite frail one wearing black wrap around glasses had called sandvich girl. ME! I was sandvich girl. Dear god, I remember thinking, how did this happen? As I handed the woman a turkey and cheese sandwich and collected a five dollar bill.
“Thanks,” I mumbled, and quickly moved the cart.
Like most flight attendants, I have a college degree. I’ve done the whole nine to five thing. Guess what, I really did not enjoy waking up every morning at the same time and going to the same job where I worked with the same people every single day. Oh no, that was just not for me. Even though I had the kind of job many people would kill for: I designed clothes. (Okay, so they were western clothes, so what! They were clothes nonetheless, and I designed them.) Then I designed watches for a well known watch company. I probably designed a watch you even wore. (Thirteen years ago.) The jobs were great, but I had this strange feeling that something was missing in my life, and that something wasn’t a new car or a new outfit or whatever the money I made could purchase. It was something more. What, I did not know. Not at the time. So I got up at eight in the morning each and every day, jumped into the Ford Probe, drove fifteen minutes to the building where I sat at the same cubicle and worked on, basically, the same thing, until I ate lunch at the same places with the same people, and so on, until it was time to go home. I did this until one fateful day, and that was the day I did not receive the raise I thought I deserved. Of course at the time it felt like the worst thing in the world. Little did I know that not getting that raise turned out to be the best thing that ever happened to me. What did I do? I quit. And then a few days later I answered an ad in the newspaper. A no frills airline was looking for flight attendants. Why not, I remember thinking.
“I’ll do it for a few months, just for fun, until I find another job,” I remember telling my friends .
At the time I was determined not to jump into just any job. I wanted to take my time and find a good job. One that paid well. And while I went on several interviews looking for that perfect job, I served blueberry muffins and chocolate chip cookies back and forth between Ft Lauderdale, Newark, Long Beach, and Dallas for just $99 a flight at night. Life was good.
Well one month turned into two, and two turned into three, and after I realized I wasn’t going anywhere, that this was it, I applied to another airline, a major carrier, where before I knew it one year had somehow turned into thirteen. And I still love the job. Actually, what I love, is the lifestyle. The flexibility. The freedom. The excitement of not knowing what the day will bring. And leaving that day behind when I step off the airplane. I love knowing I can go anywhere anytime as long as there’s an airport nearby. Believe it or not, I even like wearing the flammable polyester navy blue uniform. (Please don’t tell anyone.) Oh sure, I wish things were different in the airline industry. Who doesn’t? I mean who doesn’t wish things were just better in the world in general? Hey, that’s life. And my life, I have to say, is good, real good. Even if I am sandvich girl.
The numbers don’t look good for the the airlines this summer, I’m afraid. Small trickles of data keep coming in from every direction pointing to a toxic combination of high oil prices and low demand that are going to be serious hurdles for the industry as the year progresses. Predicting more bankruptcies, Morningstar recently ranked the top carriers by liquidity and debt coverage, highlighting the struggling US Airways and Frontier Airlines at the back of the pack while pointing out the very few who might have a chance. The IATA keeps adjusting its annual industry profits as crude rises, from +4.5bn when a barrel of oil was 86$ to -2.3bn when it was 106$ (the current price is around 130$).
At the same time, carriers have been forced to launch fare sales across the board because demand is so low that they can’t fill airplanes. So even when flights sell out, they’re still losing money.
In the past six months alone, we’ve written about seven airlines that have gone under, Skybus, Aloha, ATA, Eos, Silverjet, Maxjet and Oasis Hong Kong, with Frontier Airlines going bankrupt but continuing operations. There are seventeen others that we didn’t mention.
Each airline eulogizes its tenure with a farewell note left on an abandoned webpage, most pointing to the rising price of jet fuel and recalling a long lost day when their company meant to change the world.
How can the airline industry continue to operate in these conditions? Their current business plan is to make some of it up by adding extra fees — 15$ here for a checked bag, 50$ there for a changed ticket. But Americans are crafty. They’ll do whatever they can to get around extra fees, from cramming everything into an overhead compartment to starving to death on a transcontinental flight. And in the end the few dollars made by selling stale sandwiches on their flight won’t make up for the extra price of jet fuel in the belly of the aircraft.
So the industry will continue to take hits and the price of oil will continue to rise. Meanwhile, consumers will continue to demand low cost tickets, tapering off demand and cutting into the bottom line. Capacity will need to be reduced severely to maintain cash flow. Some, like American Airlines parent company, AMR have already initiated these efforts, announcing a 12% cut in capacity just last week.
And what if they’ve squeezed every last nickel out of the consumer, cut as many corners as possible and still can’t afford to run the airline? Run the well dry and hope that things get better before anyone notices. Only once their credit has turned tepid and the feds have shuttered their gates will they cease operations, stranding thousands of passengers and leaving only a website and a few dusty old MD-80’s in an airline empire that never could have been.
In addition to their uncanny ability to assign and mediate airport and airline names acronyms, the IATA is also an industry watchdog and partner, ensuring that airlines calculate fares correctly, function in the bureaucracy and behave properly in times of strife. You can see how active their pressroom is here.
And how does one of the industry’s strongest players feel about the future of airlines? If you hadn’t guessed from the headline, they’re pretty somber. In an article released on Monday, the agency predicted severe losses for the industry in 2008, all as a result of higher crude prices. Earlier this year when similar calculations were made (at 86$/barrel), the upbeat news was a profit of near 4.5bn; now the loss is over 2 billion dollars.
The worst part? The 2bn loss is calculated at a crude price of $106.5. With oil trading at well over $130 these days, those losses are going to be significantly higher by year’s end. End result? More hardship for the airline industry.
Keep your receipts handy. This may be a rough summer.
Welcome to Gadling’s feature, Plane Answers, where our resident airline pilot, Kent Wien, answers your questions about everything from takeoff to touchdown and beyond. Have a question of your own? Ask away! Kent:
I know a lot has been written lately about airport delays, I have also read something about “Free Flying.” With TCAS is ATC obsolete? Should ATC be more focused on ground operations, to get planes in the air? I know from most recent articles the ATC system is operating on antiquated systems and in need of a massive overhaul. I am interested to hear your opinion, is “Free Flying” in our future?
-Justin
Thanks Justin,
We’re not able to navigate or adjust our spacing using our Traffic Collision Avoidance System (TCAS). This device, which is almost like a radar screen showing the other traffic within 40 miles of our airplane, is solely to keep us from running into someone. Think of it as a backup to the Air Traffic Control system. And just like passengers aren’t generally interested in pilotless airplanes, pilots may not be interested in a world without controllers directing traffic and keeping us safe.
The ability for airplanes to fly directly to a destination is one thing that would shorten travel times, but it’s important to put the benefit in perspective. The FAA is hoping to develop a system that would allow for a direct routing versus today’s system of waypoints and VOR’s that define a more jagged path, but it will only save a few minutes of flight time.
The FAA is even more interested in the ability to space flights closer when near the airport using a new technology called NextGen. Why are they so excited about this?
Because it’s low hanging fruit.
Even at $20 billion, it just might offer the best answer to the capacity problem. Using computers and GPS, we can have more direct flights and airplanes can take care of their own spacing as they approach the airport. Take a look at this video on “NextGen” by David Pogue for CBS News that explains what the FAA is trying to do (after the jump):
While they make the small airplane owners look like the bad guys in this story, it’s hard to see any reason to force Cessna 182 pilots to pay $6,000 for a box that will help ATC control traffic around a hub like DFW or ORD, an area that most general aviation (Cessna) pilots avoid anyway.
Unless we start doing formation takeoff and landings on ultra-wide runways out of JFK and other saturated airports-a highly unlikely scenario-we’re not going to see delays improve without capacity reductions or huge investments in new infrastructure. So the next step is to improve the infrastructure at airports by adding gates, revising taxiways and adding more runways. The trouble is, people living near these airports equate that to more traffic and subsequently, noise. And it’s yet another cost.
At airports with most frequent delays, airlines need to ‘bump-up’ the size of airplanes. A 19-seat Beech 1900 takes up nearly the same airspace that a 747 does. It might take the government to step in and mandate a minimum size of aircraft at these ultra-saturated airports, but this could be an effective way to fix the problem. The smaller airplanes might begin flying more point-to-point trips from lesser used airports in the same way Southwest does now.
We’re going to get some short term relief from the airlines that are cutting back later this year for economic reasons. But that’s no reason to sit back and wait until we’re near gridlock once again to fix the problem.
Thanks for the great question, Justin.
Do you have a question about something related to the pointy end of an airplane? Ask Kent and maybe he’ll use it for next Friday’s Plane Answers feature.
There are some advantages to flying a reserve schedule every now and then. I prefer the variety and the thought that just maybe I’ll get called out to cover a New York trip to Zurich or Brussels. It’s rare, but it has happened before.
For April, I didn’t fly anywhere I hadn’t flown before, and they managed to use me on almost every one of my available days. Having just arrived home from the Miami and San Francisco trip, crew scheduling already needed me for another early morning departure. This time they had me fly down to Miami and deadhead home on the same day.
It was hardly worthy of a full Cockpit Chronicles. I rode home in the coach cabin and slept most of the way. Fortunately, we’re required to have at least one day off every 7 days, and crew scheduling decided I could use one.
This meant that I’d have a small stretch of three days in a row before my month would be over. There’s always the chance that a three-day trip could pop up if someone called in sick, but I was pretty sure I’d have the last few days off.
My wife gets nervous when I tell her that there’s little chance they could use me. Don’t worry, I’ll be home to take you and the kids to the airport for your trip to Germany, I’m sure! I figured I’d flown too many hours to be legal for another three-day trip. I should have listened to my wife. She knew I’d get the call.
%Gallery-22103%This time it was for yet another 5:45 a.m. departure. But at least I’d be flying with my photography mentor, Captain Jim P., who you might remember from this Panama City and Caracas trip.
For this three-day trip we both left our good cameras at home. But I always bring my little Canon SD800 camera and I took a few more pictures while we were waiting to takeoff from Boston’s runway 4R. This time Spirit airlines was the airplane holding in position just in front of the sunrise.
Jim flew the airplane down to Miami while I talked with ATC. The air was smooth at this time of the morning. While still above 10,000 feet I snapped a few more pictures of Miami beach and the city looking south.
We kept our same Boston flight attendants for the next uneventful leg to Barbados. I realize it must sound like a dream to fly down to Barbados, and while it is nice to get a blast of the warm air, most everyone on the crew was too tired to enjoy the beach. Jim and I planned to meet up at 6 p.m. after a good nap.
We walked across the street from the hotel to eat with two of our flight attendants. The restaurant sat in the parking lot of a small strip mall. While it doesn’t look like much, this fish shack had some great Mahi Mahi sandwiches. I was thrilled to use the last of my Barbados dollars.
When we arrived at the airplane the next morning, the sun was just coming up behind another 757 parked next door. I took my camera with me during the walk-around inspection and snapped pictures of the silhouette. Who says you can’t shoot into the sun!?
For day two, we had just one leg from Barbados to Miami. We laid over at the same crew hotel where I stayed a few days earlier on the domestic trip with Captain Roland.
Jim and I met up in the lobby of the hotel and there was Roland waiting for his co-pilot to arrive for dinner. We all decided to go to a really good Mexican restaurant north of the hotel. I was using my iPhone to find the restaurant. It wasn’t the one I had in mind, but it turned out to have a really attentive waiter and great food.
The four of us talked about every possible rumor running around the airline industry. The major U.S. airlines are doing their best impression of an episode of Desperate Housewives right now. Delta and Northwest are getting married. In a jealous rage, United drops by Continental’s place. Little does United know, but USAirways just slipped out the back door. Continental smiles toward United, but gives a little nod to American who’s out trimming the hedges. Continental finally tells United, “It’s not you, it’s me. I’m just not ready for a relationship right now.”
What’s going to happen next week? After being snubbed by Continental, will United knock on the door of USAirways, saying “We were always meant for each other. It was true eight years ago and it’s true today.”
And will Continental commit to being best friends forever with American and British Airways, the wealthy exchange student who just arrived and who’s trying to figure out who she needs to marry to get a green card?
Stay tuned. We’re in for a wild finale.
The next morning Jim and I ran into a former Boston based co-pilot, Jack, who was traveling with us to Punta Cana in the Dominican Republic for a vacation.
Jack’s now flying as a co-pilot on the 767 out of New York. He rode along with us in the cockpit and told me how wonderful it was to finally have some seniority in New York. This has allowed him to fly to some great destinations such as Buenos Aires, Brussels, and the occasional trip to Rome.
I have to say, he had me thinking for a while. I could bid to fly from JFK, but there’s no guarantee I’d get back to Boston if I didn’t like the commute. In the end, I decided that I’d stick with the limited flying in Boston so I could be home a day or two more per month.
We pushed back and started up both engines. As the power transferred from the airplane’s APU (auxiliary power unit) to the engine driven generators a light warning us of a problem with our spoilers illuminated on the overhead panel. This meant we’d need to go back to the gate and have our mechanics take a look at the problem.
Spoilers are the panels at the top of the wings that we occasionally use as ‘speedbrakes’ to allow us to descend at a faster rate without picking up any extra speed. They’re also used after touchdown to eliminate some of the lift in the wings which helps put more weight on the wheels for braking.
One of three things could happen at this point. The mechanics could find a fault with the unit that senses the spoiler position. Or they could find a problem with the spoilers themselves that they would need to be fixed. Finally, they could defer the problem by using a large book called the minimum equipment list (MEL) approved by the FAA to see if the airplane is allowed to fly a few days (often just three days) until parts can be found and the problem can be fixed at a major maintenance base.
Fortunately for us (and Jack’s vacation plans) the problem was a fault in the sensor unit that was easily cleared. This is what we suspected, since it happened at the very moment we switched the electrical power. The mechanics then had to go back and verify that this hadn’t occurred in the past month before they could sign it off. After they reviewed the aircraft’s history, we were good to g
o.
It was my leg from Miami to Punta Cana. As we approached the island, we were advised by air traffic control to slow way up. There were two or three flights ahead of us trying to get in. We heard one of them fly a missed approach because they didn’t have the runway in sight, and of course, Punta Cana doesn’t have a Cat III approach that would allow for an autolanding as I discussed in the last Plane Answers post.
After working our way around some small build-ups, we timed our arrival just perfectly. The weather had moved inland and we were able to make a visual approach to the airport. The airplane was equipped with winglets which, in addition to providing nearly 4% in fuel savings, make for a very nice touchdown. Since half of our 757 fleet now have these wingtip extensions, it’s rather noticeable when going back and forth between the converted and not yet converted airplanes. And since we also had a freshly moistened runway, the odds for a smooth landing were well in my favor. As we expected, the spoilers activated properly after touchdown.
My favorite thing about Punta Cana is the airport terminal. It’s unlike anything you’ve ever seen. The airplane pulls up just a few feet from a thatched roof terminal. I’ve taken pictures of it in the past, even using it in a ‘where on earth’ post. This time, however, our airplane was parked right in front of a roof that was in the process of being re-thatched. It was rather entertaining to watch this process, both for the passengers walking by and for us in the cockpit. I felt I just had to get some video of this:
The dark clouds that were giving way to a bright sunny sky made for some good photo opportunities on the ground.
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One thing Jim and I noticed on the ramp was an Eos 757 that was parked behind us. I knew one of the premium New York to London carriers had gone bankrupt (which turned out to be MaxJet) but I couldn’t remember which one at the time. The picture of this airplane sitting on the Punta Cana ramp may have been the first clue that Eos was shutting down the next day.
After landing back in Miami, we were told that our gate was occupied. This meant we would have to h old on taxiway JJ which was a perfect perch to watch airplanes land in front of us. With the brakes parked and one engine shut down, I took a few pictures of some of the activity. Most interesting was this 757 which belonged to Honeywell. They are the manufacturers of the FMS, a navigation computer that feeds much of the information to our instruments and helps us navigate. I imagine every time they make a software change they have to demonstrate to the FAA that the are no issues with the upgrade using this 757.
Since this trip would have me exceeding the maximum 30 hours in a seven day period, a fresh Miami based co-pilot was assigned to fly the last leg home. Once again I rode in the back for my deadheading leg. In fact, after I wrote about deadheading in the first class cabin, I’ve had a seat in the back ever since. Maybe that post jinxed me.
I have a vacation week at the beginning of May that I’m using to meet up with my wife and kids who are visiting my mother-in-law in Germany. So I’ll get some more time in the back of an airplane before writing the next Cockpit Chronicles. Until then…
Cockpit Chronicles takes you along on each of Kent’s trips as a co-pilot on the Boeing 757 and 767 out of Boston.