Pilot body scans and counter-terror operations: distant consideration for special forces

by Tom Johansmeyer on

The uproar over TSA body scanners and pat-downs has hit every corner of the aviation world, from passengers to pilots. The vocal consensus, at least, is that nobody likes them, even though 64 percent of Americans support the practice and 70 percent don’t expect it to impact their travel. A friend of mine, flying today, tweeted that he made it through security at New York’s JFK airport in a mere nine minutes.

Nonetheless, flight crews have voiced vehement opposition to the scans, with one pilot becoming an overnight celebrity by refusing to submit himself to that or a pat-down. We all have to do it, though, so this has left me to ponder … what’s the big deal?

I’ve been particularly intrigued by the attitude of pilots toward body scanners. At first blush, it struck me as a privileged perspective: the top dogs on the plane felt as though they shouldn’t have to be subjected to the same scrutiny as the rest of us. Patrick Smith, resident pilot at Salon.com, wrote of the recent TSA change over crew scrutiny, in which “airline pilots will no longer be subject to the backscatter body scanners and invasive pat-downs at TSA airport checkpoints”:


For pilots like myself this is good news, though at least for the time being we remain subject to the rest of the checkpoint inspection, including the X-raying of luggage and the metal detector walk-through. Eventually, we are told, the implementation of so-called CrewPASS will allow us to skirt the checkpoint more or less entirely.

He continues:

Not everybody agrees that air crews deserve this special treatment. That’s not an unreasonable point of view, and I don’t disagree with it, necessarily. As security experts like Bruce Schneier point out, if you are going to screen at all, it is important to screen everybody, lest the system become overly complicated and prone to exploitable loopholes.

This made me wonder, what is the risk associated with not screening pilots as intensively? The only scenario that came to mind involved a terrorist incident. As I let my mind race, I constructed a hypothetical situation in which terrorists got on board a plane, took control and asked for demands of some sort – i.e., they wanted more than to cause death and destruction. In this situation, I suspected, counter-terrorist teams, such as 1st Special Forces Operational Detachment-Delta (1st SFOD-D, also known as “Delta Force”), would be called into play.

My thinking continued: if a pilot hadn’t been scanned, he could have brought a weapon … which could have been taken from him by terrorists. Would the special forces teams want to know if a pilot had been scanned?

As I continued through my hypothetical exercise, I could hear my platoon sergeant’s voice from close to 15 years ago, drilling me from across time: “Actions on the objective,” he used to say, “always spend most of your time rehearsing actions on the objective.”

You have to admit this about military training, it really sticks with you!

So, my first thought was whether, while rehearsing actions on the objective, the special forces teams would want to know every last detail of what was on the plane. My training falls far, far short of that, and my efforts to reach someone from 1st SFOD-D didn’t pan out (unsurprisingly).

Fortunately, I knew a great person to call: Don Shipley, Senior Chief (Retired), U.S. Navy. Now, Shiply runs Extreme SEAL Experience, a destination program that simulates various aspects of Navy SEAL training. Before that, of course, he lived the life, having served with SEAL Team ONE and SEAL Team TWO.

I laid out my hypothetical for Shipley: during mission planning, would the operators want to know if the pilots had been scanned, at least to have a better sense of whether they’d carried any weapons on the plane?

The answer, quite simply, is that it wouldn’t be an immediate concern. I spoke with Shipley by phone today, and he said that whether the pilots had been scanned “would be a very distant ‘what if’.” He explained of the special forces teams, “They’d want to know who they [i.e., the crew] are,” as well as background on how long they’d been flying and any other information related to the incident. Also, Shipley said the teams would want to know if there was an air marshal on the flight. The role of body scans, however, would not be a major factor in planning or rehearsing an operation.

“There are some pretty good people in charge of those planes,” Shipley noted, “good bunch of guys and gals.”

Does it suck that someone else gets to go through security faster and more easily than you do? Yeah, it feels like an injustice. But, let’s be realistic: there really isn’t much at stake here aside from a sense of fairness. Let’s e smart about this, though. The airline industry – and the air travel experience – is fraught with inefficiency. If we can make the operation a little smoother by giving the crew an easier time of getting to work, let’s just bite the bullet on this issue.

[photo courtesy of Extreme SEAL Experience]

Contest: Steven Slater and Toktumi want your crazy flight stories

by Tom Johansmeyer on


Who would have thought that Steven Slater could actually get another job? The disgraced former flight attendant has even picked up a gig in the travel industry, though he obviously isn’t pushing the beverage cart any more. Rather, the man who may have had close to two decades of flight attendant experience, depending on which of his claims you believe, has landed his first job as a spokesman.

Slater is the public face of Toktumi’s mobile communication app Line2. If you’re on a wifi-equipped plane, you can use Line2 to text while in flight. So, why Slater? Well, Toktumi’s latest contest involves in-flight insanity, so he as a natural fit. And, let’s be realistic – it’s not like he has much else to do. To enter the Mile High Text Club Contest, and see if you have a story that tops Slater’s, text your tale to 222-222-2222. Your contributions will appear on http://www.milehightextclub.com starting today. The deadline is December 3, 2010.

The winners will be decided by a panel of judges, one of which will be Slater. If you can win over the flight attendant who cracked under pressure, you may walk home with the grand prize: a weekend holiday shopping trip for two in New York City. Seven iPod Touch devices are available as second prizes, with 13 third-place winners receiving gift cards for six months of free Line2 service.

%Gallery-99568%”In order to spread the word that Line2 allows airline passengers to text from the sky, we hired one of the most famous guys in the airline business today, Steven Slater,” explains Peter Sisson, Founder and CEO of Toktumi. “After talking with Steven, I realized that despite his dramatic approach – which he regrets – he was making a statement about the need to return civility and common courtesy to flying.” It’s an interesting way to make that statement, I guess, given that Slater was far worse than the passengers he encounters. Sisson adds, “He’s a perfect judge for a contest concerning the current state of air travel.” He was a flight attendant for 20 years, and both his parents had long careers in the airline business.

Line2 has a laudable goal for the “Mile High Text Club” contest: the company wants to make in-flight texting the norm, to keep people from yelling into their phones … and ostensibly from creating another Steven Slater moment.

“Line2’s SMS texting is really useful while in flight,” Sisson says. “You can let people know about delays, make plans for the evening, or just pass the time texting with your friends and family while you fly.”

And, you can let them know when a grumpy flight attendant loses his mind, grabs two cold ones and pops the slide.

Galley Gossip: Can a mother of two young kids become a flight attendant?

by Heather Poole on
My name is Stephanie and I am thinking of becoming a flight attendant. My only concern is my two boys ages 5 and almost 2. How can I have time to be a mom and work? I love to travel and I hear benefits are good. Can I work flights after bedtime? But when will I come back?

The most difficult thing for a flight attendant, Stephanie, is being flexible in terms of scheduling. Making long term plans is next to impossible when you never know what you’ll be working month to month – or even day to day if you’re on reserve! Even if you are able to hold a schedule, that schedule can always change at the last minute and the only thing you can do about it is continue on with the trip or quit! Keep in mind if you do quit mid-sequence, you’ll have to figure out how to get home as you’ll no longer have travel benefits.

Two years ago I had a trip that was scheduled to land on Christmas Eve. With thirteen years as a flight attendant, I was finally able to hold Christmas off! I couldn’t believe my luck. But on Christmas Eve the final leg of our trip canceled. Just when I thought it couldn’t get any worse, the entire crew got reassigned, which meant none of us would make it back in time to celebrate the holiday! I wound up in Toronto at an airport hotel when I should have been at home with my family eating turkey and dressing like everyone else.

Unless you have an amazing support system twenty-four hours a day, seven days a week for the kids, this may not be the job for you – at least not right now! It’s why so many flight attendants start working at an early age or later on in life after the kids are grown. Trust me it ain’t easy juggling the job with family, especially when you’re brand spankin new with little to no seniority.

SENIORITY – Refers to a flight attendants years of experience. Years of experience with an airline is based on date of hire. Seniority is everything at an airline. It determines what trips a flight attendant can “hold” and whether or not a flight attendant will serve reserve. Basically it determines whether you’ll be working days, nights, weekends, and holidays, as well as where you’re going and how long you’ll be gone. So there’s no telling when – or if – you’ll make it back home.

Here are a few more things to consider…

THE PAY: No one becomes a flight attendant for the money. While the benefits are good, the pay is not. Most flight attendants that work for major U.S. carriers make less than $20,000 annually their first year. Smaller airlines pay even less than that! I know a flight attendant that works for a regional carrier and she makes $14,000 a year! AND she works holidays without incentive pay.

WEEKS OF TRAINING: The majority of airlines provide their own training. (This is why it doesn’t make sense to go to one of those “flight attendant schools.”) My airline required seven and a half weeks of unpaid training at a facility near the airlines corporate headquarters. Years ago I worked for a low cost carrier called Sun Jet International Airlines that only required two weeks of unpaid training. It was conducted at a hotel in Houston. Can you handle being away from your children for weeks at a time in order to earn your wings.

CREW BASES: Most airlines have crew bases in a handful of cities. That doesn’t mean you’ll be able to work out of the city of your choice. In order to be based in a certain city, there must first be an opening at the base. Crew bases are awarded by seniority. At my airline New York is the most junior base in the system, so it was no surprise that the majority of my classmates in training wound up there – myself included. New York is where I’m still based, even though I live in California. That makes me a commuter.

RESERVE: Flight attendants on reserve have no life. At my airline we bid for a schedule of days off only. We get twelve of them. The rest of themonth we’re on call. This means we must be ready to go to the airport at anytime – day or night. We’re given at least two hours from the time crew schedule calls us with a trip to the time we have to sign in at the airport. One night I ordered Chinese delivery and was out the door and on my way to the airport to work a flight to London before the food even arrived!

NOTE: How the reserve system works varies at different airlines, but most flight attendants serve straight reserve. This means they’re on reserve until they have enough seniority to hold off. If the airline is in a hiring frenzy, you may not have to be on reserve for very long as newer flight attendants will bump you off. But if you’re hired at the end of a massive hiring streak, you could get stuck on reserve for a very long time. I’ve been working at my airline now for fifteen years, I’m based at the most junior base in the system, and even I am still on reserve!

Photo courtesy of Santheo and Tawheed Manzoor

Galley Gossip: Flight attendants, turbulence & scary flights

by Heather Poole on

One of the scariest flights I ever worked also happens to be one of the first flights I ever worked for an airline called Sun Jet International Airlines. I lasted three months before moving on. Sun Jet is no longer in business. I’m going to guess this had a lot to do with gimmicky $69 flights to cities like Dallas, Fort Lauderdale, Newark, and Long Beach. While cheap tickets attract a lot of passengers interested in saving a buck, they don’t always cover the cost of maintenance and upkeep of aircraft for smaller airlines. At least that’s what I assumed based on the fact that I quickly became accustomed to the FAA meeting our flight in Long Beach, California every Tuesday afternoon and taking the equipment out of service. And this had nothing to do with all those duct taped armrests or the black plastic garbage bags some passengers had to sit on after they discovered their seat cushions were soaked with urine. Because that’s what happens when you mix cheap tickets, a quick aircraft turn-around on the ground, and seventeen unaccompanied minors on a previous flight! Hey, better a damp seat than no seat. Unfortunately that was the only alternative most of the time, because our flights were always full.

I should have known when I boarded it was going to be a strange flight based on the aircraft lighting alone. Throughout the all-economy class cabin the side wall lights were on the blink and flickering in the dark. This made the airplane feel less like a disco and more like a haunted house. But it wasn’t until we hit severe turbulence half an hour before landing in Dallas that the creepy mood lighting actually became a problem. It started to freak the passengers out. At one point even I began to feel like I was starring in my very own Stephen King horror movie at 30,000 feet.

“Flight attendants take your seats!” boomed the Captains voice over the PA.Strapped into my jump seat, I noticed passengers clutching the armrests while others held hands across the aisle. I didn’t see any praying, but I’m sure there was plenty of that going on because with each dip there were moans and groans and even a few full on screams, making a bad situation sound even worse.

Keep in mind most of our flights were filled with first time fliers with little-to-no interest in racking up frequent flier miles, so a lot of these people had never before experienced turbulence in their lives and here they were experiencing it at its worst for the very first time! While it was my job to keep the cabin calm, there was very little I could do from my jump seat except reassure those sitting nearby that everything was going to be okay. It’s a fact that most injuries occur only when passengers don’t have their seat belts on. But with each bump, the screams got louder and louder until someone yelled out the unthinkable:

“I don’t want to die!”

For a split second all was quiet. That’s when I got scared.

Unpredictable behavior makes me nervous. I tell you this because the flight was a non-smoking one, but from my jump seat I could see a few passengers were lighting up. Great, I thought, because here we were on a flight so bumpy there was no way I could possibly get up and run to the back in order to grab a bottle of halon to fight a fire if I had to. Fire in the cabin, by the way, is about the only thing that scares me in flight.

“You need to put that out!” I yelled from my jump seat, but as soon as the words had left my mouth I regretted saying them as I imagined a cigarette being squashed into the fabric of the seat back in front of them.

Instead of doing as they were told, they continued to puff harder and faster as the airplane jolted side to side and the lights blinked rapidly on and off. This is when others began to join in. Someone seated close to me said something about smoking one last cigarette before the airplane crashed. That’s when I heard a familiar voice scream out again.

“I don’t want to die!”

Of course, no one died that night. But later on I learned there was a Delta flight in front of us that aborted landing. That, however, didn’t deter our Captain from attempting his approach. When he did finally manage to get the airplane on the ground, we landed so hard I thought the aircraft might split in two. There was thunder and lightening all around as we taxied to the gate. Passengers began jumping up out of their seats and rushing toward the aircraft door.

“Sit down!” I cried. “We’re not at the gate yet!”

“Hold the passengers back when I open my door!” a coworker barked at me. But my colleague never did get that door open because half a second later the Captain announced over the PA that the airport was closed due to thunderstorms in the area. Because of this there weren’t any open gates available. Airport traffic had come to a halt. That meant we were going to have to sit on the tarmac until the weather cleared with an airplane full of passengers on the edge of revolt.

“Let us off!” passengers demanded. We would have, if we could have, but there was no where to go! We were stuck. All of us together in a flickering flying tube.

After the flight I spotted the Captain standing outside of the terminal leaning against a brick wall. An older guy, the quiet type, he stood there with his pilot hat in one hand, a cigarette in the other, while waiting for the employee bus. Immediately I noticed his face looked ashen. Quickly he inhaled and exhaled, eyes on the ground, shirt drenched with sweat under the arms. I couldn’t help but think he looked a lot like those crazy passengers smoking on the airplane, the very ones who thought they were going to die. That’s when it hit me. Right then and there I realized just how scary our flight had truly been.

Photos courtesy of Satanslaundromat and Caribb

Feds call degree-toting flight attendants over-educated

by Tom Johansmeyer on

According to the Bureau of Labor Statistics, you don’t need a college degree to be a flight attendant, regardless of what arises in the interview process. This lumps them in with waitresses and parking lot attendants, other jobs in which a BA is considered over-education. Yet, 29.8 percent of flight attendants have at least a college degree, according to the Chronicle of Higher Education, along with 317,000 waiters, more than 140,000 receptionists and close to half a million customer service representatives.

These revelations come on the heels of continued debate over whether a college degree is worth the cash it costs. Historically, a degree has been seen as a way to get ahead, but there are too many philosophy majors trying to cobble together livings as bloggers (guilty), making many wonder if higher education worth a price tag that can stretch well into six figures.

The BLS data reveals that 30,000 flight attendants have BAs or above, making it the job with the highest rate of BA degrees per worker on the list.

[Via Business Insider, photo by Herkie via Flickr]