Are you a new parent and worried about traveling with your new baby? Just because you have a new addition to your AvGeek clan, doesn’t mean that jet setting has to stop.
Let’s get a couple of things out of the way. Traveling is inherently a little more of a challenge that when it was just you and a companion. It takes a little more planning and preparation. You’ll also find less time to sit at an airport bar and more time at the gate waiting to pre-board with all your new baby gear. You also might end up having to pay to check an extra bag or two just so that you have a free arm as you board. That said, traveling by plane isn’t impossible. There are ways to keep mom and dad sane. Here are five tips I’ve learned from recently flying with our new baby AvGeek.
1) Gate Check the Stroller
Yes, the stroller must go through the security scanner, but the five minute hassle of taking your baby out of the stroller and sending it through the scanner beats the hours you spend having to carry your kiddo through the airport. Also, it’s much easier to keep the baby in the stroller when trying to use the restroom than holding a baby while you go to the restroom.
2) Bring the Car Seat with the Stroller
If you have a car seat that attaches to the stroller, then bring it to the gate. If the flight isn’t sold out, often times the gate agent will be able to move your seat to a middle seat with an open window seat next to it. This will allow your hands to be free during your flight to sip coffee or play candy crush while your lap child (ages two and under) flies in their car seat in the window seat for free. Lap children in a car seat must be by the window while flying per FAA regulations.
3) Plan Time for Naps
Baby napping on a pallet during a long lay over
There’s nothing worse than an overtired baby on a plane. During a long lay over, I will lay Natalie down on a blanket in a quiet part of the airport and let her nap or put her in my K’tan wrap for a dark environment. The wrap also works great for the flight if the car seat can’t come on the plane.
4) Plan for a Direct Flight or Long Lay Over
Nothing stresses me out more than running to catch a connecting flight except running to catch a connecting flight with an infant. Long layovers may make the travel day longer, but it’s well worth it when mom and dad have time to grab food, change diapers, and recharge before the next leg.
If you choose not to bring the car seat on the plane or gate check it, these giant bags are great for protecting the car seat and storing diapers, wipes, and other heavy items that won’t fit in luggage. You may look like a giant nerd while carrying the backpack-style car seat bag into the airport, but trust me, it will be worth it when the weight on your suitcase reads 51 lbs from all the diapers stuffed in there.
These are just a few tips for flying with your brand new AVgeek to keep everyone happy. What other tips do you have?
Last month an all-female flight crew commanded a Royal Brunei Airlines flight to Saudi Arabia, where women aren’t allowed to drive.
Sixteen years into the 21st century and there are still parts of our world where restrictions based on gender are in place. For instance, imagine not being able to drive a car if you’re female.
That’s the law in Saudi Arabia, where women are not allowed to drive because of a decree imposed by conservative Muslim clerics.
So last month a Royal Brunei Airlines flight landed in Saudi Arabia, the all-female crew was capable of piloting a commercial airliner but their ground transportation was limited to being passengers.
On Feb. 23, which is Brunei’s National Day to celebrate its independence, the crew of captain Sharifah Czarena Surainy, senior first officer Dk Nadiah Pg Khashiem and senior first officer Sariana Nordin flew flight BI081 from Brunei to Jeddah.
Four years ago, Surainy became the first female to become a captain for a major carrier in Southeast Asia.
This airfield is one of the most challenging commercial airports to land at in the world.
Toncontín International Airport is located less than four miles from downtown Tegucigalpa, Honduras. The airport was known for challenging landings and some pretty amazing videos.
Why Was Landing at Toncontin Airport So Challenging?
The mountainous terrain creates two challenging factors for commercial pilots. First, the airport is located in a bowl of terrain. An approach requires a fast descent with a sharp final turn over a hill located just off the approach end of the most commonly used runway. The mountains also create wind gusts which require unexpected adjustments.
The largest commercial aircraft allowed to land at Toncontin is a Boeing 757. The video shows the small margin for error pilots have when making their approach. (Make sure to listen to the advice of one of the onlookers in the video.)
Once the wheels hit the tarmac, the fun isn’t over. The runways at this airport are shorter than normal so hitting the landing marks and riding the brakes are crucial factors. The most recent landing accident at this airport came in 2008 when an Airbus A320 overshot the runway due to pilot error.
Toncontin Airport Today
All international airlines moved service to Comayagua International Airport in 2021. Although the airport is still in use, it sees very little airline traffic today. Comayagua International Airport provides a much improved passenger experience and a safer, less challenging approach. The airport is located over 70 kilometers from the city, adding considerable travel time to and from the city center.
With an elevation of almost 4,000 feet and soaring mountains on all sides, the approach into Chagual Airport in Peru is one of the most dangerous in the world.
Finding enough flat earth to build a runway in a mountainous area like Peru is challenging enough. But once you’ve built the air strip – which in this case looks more like a two-lane asphalt runway – you still have to have plenty of airspace for maneuvering aircraft for approaches to the field.
The high-altitude environment of Chagual Airport adds another layer of complexity for pilots. At nearly 4,000 feet, the thinner air reduces engine performance and lift, requiring precise calculations for takeoff and landing.
Pilots must also contend with unpredictable weather patterns, including sudden fog and strong crosswinds that can sweep through the Andes, making approaches even more treacherous. Specialized training and experience in high-altitude operations are essential for safely navigating this challenging airfield.
Despite its risks, Chagual Airport serves as a critical lifeline for the remote Pataz district. The airfield facilitates the transport of essential supplies, personnel, and equipment for Compania Minera Poderosa’s mining operations. It also provides a vital connection for local communities, enabling access to medical evacuations and emergency services that would otherwise be unreachable due to the rugged terrain and limited road infrastructure.
Where is Chagual Airport?
Chagual Airport is is located at nearly 4,000 feet in the Andes Mountains in Peru. It’s a private airfield owned by Compania Minera Poderosa. It’s the only airfield in the district of Pataz, so it’s a vital link to the region.
The airport primarily supports the mining company’s operations but also serves as a hub for small aircraft transporting goods and people to and from this isolated area. Due to its private status, access is restricted, and flights are typically coordinated by the company or approved operators.
The video of this approach and landing below is harrowing enough to watch. Hats off to the pilots who keep the surrounding areas safely supplied from the air.
Last week, Alaska Airlines changed the scheduled departure time of a flight so that passengers could experience a total eclipse.
Combine the beauty and artistry of Mother Nature with the majesty of the moon passing in front of the sun and add in the enthusiastic commentary of an astronomer and you have … this video.
The alignment of the sun, moon and earth to create an eclipse is rare. Alaska Air began planning its “intercept mission” over a year ago. The idea was to time a flight from Anchorage to Honolulu so that passengers would have a sky-high view. At lower altitudes, the flight path was covered by clouds and that added to the view, creating a surreal picture.
Joe Rao is an associate astronomer at the American Museum of Natural History’s Hayden Planetarium. His research indicated that a flight between Alaska and Hawaii would intersect the “path of totality” – the darkest shadow of the moon as it passes over the Earth. About a year ago, he contacted the airline to ask if the schedule for Flight 870 could coincide with the eclipse. The flight was rescheduled and departed 25 minutes later than usual.
On March 8, flying at 35,000 feet, Alaska Flight 870 intercepted the eclipse 695 miles north of Honolulu. Rao was one of about a dozen “eclipse chasers” on the flight. They were all thrilled with the rare view they experienced.
Towing Accident Damages Two Engines. Two airport employees were injured. No band members were onboard the aircraft.
After only two weeks on tour, the Boeing 747 suffered significant damage in a towing accident yesterday. According to Iron Maiden’s website, the aircraft:
“was tethered to a tow truck to be taken for refueling prior to flying over the Andes to Cordoba for the next show. On moving the steering pin that is part of the mechanism that connects the ground tug to the aircraft seemingly fell out. On making a turn the aircraft had no steering and collided with the ground tug badly damaging the undercarriage, two of the aircrafts engines and injuring two ground tug operators, both of whom have been taken to hospital.”
Two engines were severely damaged in the accident. The nose gear was also said to be damaged in the incident.
The website also said that the damage was significant requiring the possible replacement of two engines as well as repairs to the landing gear.
It was just two weeks ago that Avgeekery profiled the jumbo 747-400 aircraft that was painted in Ed Force One colors. At the time, the band was very excited to travel the globe in such a large jet. The jet had enough capacity to bring their ‘roadies’ as well as all the stage equipment.
Despite the damage, Iron Maiden has remarked that the show will go on even without the chartered jet. In their blog post they said,
We are currently making contingency arrangements to get to the show in Cordoba tomorrow with band, crew and equipment intact. Fortunately the 20 tons of equipment had not been loaded onto Ed Force One at the time of the accident, and none of the band or our road crew were onboard or near the airport. Although this is tragic for our beautiful plane we do not expect this to affect our concert schedule including the next 2 shows in Cordoba and Buenos Aires. And we hope to find a new Ed Force One to continue this adventure with us in the near future. We will keep everyone updated when we know more, so keep checking only on this site for official news.
How was your week? It was a good week at Avgeekery.com thanks to some great videos and stories. In case you missed any, here’s a look back.
NO PILOT REQUIRED: Here’s a story about an Air Force pilot who bailed out of a plane that was out of control and appeared to be headed for a crash. You’ll have trouble believing what happened next.
DRONE HUNTER: A company in England has developed a shoulder-mounted weapon that can safely capture drones that are violating air space or carrying lethal cargo.
B-2 … B, AS IN BEAUTY: Captured in flight, the B-2 bomber is as graceful as it is stealthy.
HEY, ISIS … DUCK: The Air Force announced its deploying three B-52s to Spain for “training.” ISIS might find out soon exactly what kind of “training” that will be. (And keep reading for a story about how B-52s are still ass kickers.)
THE VOICE (NOT THE SHOW): So who is Bitchin’ Betty? Meet the voice of the cockpit audio warning system that F-18 pilots know like a good friend.
TRIPLE SEVEN SWISS DEBUT: As Boeing’s 777 comes on line with more commercial airlines, there will be more maiden flights like this one – the inaugural revenue flight of Swiss’ 777-300ER.
SALUTE TO THE RESCUE CREWS: Put the technology of Go-Pro cameras along with a skilled editor and brave helicopter rescue crews and you’ve got a beautiful and educational video of training exercises.
B-52 STILL BUFF ENOUGH TO KICK BUTT: Even though it’s over 60 years old, the B-52 BUFF is still capable of kicking some serious ass.
STORIES OF TWO FLIGHT MYSTERIES: Ever since man saw birds soaring, there’s been a mystery to flight. Sometimes those mysteries involved tragedies that have incomplete explanations.
DON’T GET STRESSED; IT PASSED THE TEST: The average person probably doesn’t understand that most aircraft undergo tests that stress the structure far beyond expected limits. Here’s how the wing of a 777 held up to a high-stress test.
The two-year anniversary of the disappearance of Malaysia Airlines flight MH370 is a grim reminder that the wonder of flight sometimes turns into mystery.
From Amelia Earhart to MH370, Earth and its oceans can swallow aircraft and leave few clues. No matter the technology or how large the aircraft, it’s easy to get lost on this planet.
Earlier this week, the odd story of a pilot-less Air Force jet crash landing itself brought to mind two instances of aircraft with disabled pilots – and apparently on auto pilot – flying to their demise. Both tragedies involved sports figures.
Payne Stewart, winner of three majors – the 1989 PGA and the U.S. Open in 1991 and 1999 – died in October of 1999. Stewart was one of six people on a Learjet that was scheduled to fly from Orlando, Fla., to Houston with a stop in Dallas.
Just west of Gainesville, Fla., air traffic controllers received its last communication from the plane. The investigation concluded that a lack of cabin pressurization led to the occupants dying from hypoxia. The plane was escorted by F-16s, who observed the plane’s windows were frosted – another indication of depressurization. After nearly four hours of flight, the plane ran out of fuel. Its spiraling descent almost reached supersonic speed before it crashed in South Dakota.
Bo Rein was hired to coach LSU in late 1979. He had been a successful coach at North Carolina State and was taking over for legendary coach Charlie McLendon. Rein had been a noted athlete at Ohio State, starring in football and basketball.
His tenure lasted 42 days.
On Jan. 10, 1980, Rein and pilot Lewis Benscotter left Shreveport, La., for Baton Rouge in a Cessna 411 Conquest, a twin-turboprop. Soon after takeoff for what would have been a 40-minute flight, Benscotter was granted a course change to avoid a line of thunderstorms.
That was the last contact from the plane. Again, the speculation is that the plane lost pressure and the two occupants died of hypoxia. The planed climbed to 41,600 feet – 6,600 feet above its maximum ceiling. The plane continued to fly east, passing over Mississippi, Tennessee and North Carolina before crashing in the Atlantic Ocean. The Bodies of Rein and Benscotter were never recovered.
The spooky aspect of this tragedy is that the ill-fated flight path came within a few miles of passing over Raleigh, N.C., where Rein’s family was still living.
The B-52 has outlived its replacement. And its replacement’s replacement. And its replacement’s replacement’s replacement.
One would be hard-pressed to find a war plane that has endured like the B-52 Stratofortress. Born over 60 years as a weapon to fight the Cold War, the B-52 was recently in the news with the word three of the long-range bombers had been deployed to Spain and will likely be flying sorties against ISIS.
Boeing began development shortly after World War II. The B-52’s heritage can be traced to the B-17 Flying Fortress and the B-29 Superfortress. The B-29 is the only bomber to deliver atomic weapons but the B-52 was specifically designed to be a nuclear deterrent. Until the end of the Cold War, it was part of the United States’ three-pronged arsenal of ICBMs and nuclear submarines.
Here are seven facts and reasons why the B-52 has endured and has endeared itself to the Air Force.
1.) Good genes
Perhaps the B-52’s continued use and adaptability was in the aircraft from birth. Boeing originally was designing a six-engine propeller bomber that would be an upgrade on the four-engine B-29. But the Air Force told the Boeing design team that Convair was developing a jet-powered bomber. The engineers, working over a weekend in Dayton, Ohio, adapted and up-scaled plans from another aircraft to come up with the B-52 design.
2.) Nickname
Officially called the Stratofortress, its unofficial moniker is BUFF. That’s short for Big Ugly Fat Fellow. We’re PG-rated here at Avgeekery.com. Those in the know realize that “fellow” is a substitute for a four-letter invective. Either way, the nickname is affectionate. It could also be called The Anti-Stealth Bomber.
3.) Versatility
Designed to carry atomic weapons (a mission which, thankfully, never had to be flown), the B-52 has survived and thrived. It started flying under the Strategic Air Command (SAC) which was disbanded in 1992. It then moved to the Air Combat Command (ACC) and in 2010 all B-52s were transferred to the Air Force Global Strike Command (AFGSC). The B-52’s performance at high sub-sonic speeds, its low operating costs and its ability to adapt to modern weaponry has kept the aircraft active. The Air Force expects it to serve for at least another 20 years.
4.) Payload
Recent upgrades to computer, communication and weapons systems have made B-52s a lethal weapon. The 1760 Internal Weapons Bay Upgrade moved some weapons from hard-point wing mounts. B-52s can carry 24 500-pound or 20 2,000-pound JDAMs and further upgrades will accommodate the JASSM and MALD family of missiles. The smart-bomb capabilities make the B-52 a heavyweight puncher with laser precision.
5.) Green machines
Military aircraft performance is rarely tied to environmental concerns. But about a decade ago B-52s became the first US military aircraft to fly using alternative fuel. A B-52 took off from Edwards Air Force Base using a 50/50 blend of Fischer-Tropsch process (FT) synthetic fuel and conventional JP-8 jet fuel. That was the start of the Department of Defense Assured Fuel Initiative designed to reduce crude oil usage.
6.) Tail gunner Joes
Wikipedia photo by Mark.murphy
B-52s were heavily involved with bombing during the Vietnam War. And BUFF tail gunners twice shot down MiG-21s. Staff Sergeant Samuel O. Turner shot down a MiG in December of 1972 and about a week later Airman First Class Albert Moore used the B-52s quad .50 calibers to splash another MiG. His kill is believed to be the last time a bomber’s gunner shot down an enemy aircraft with machine guns. There is no longer a gunner spot but just knowing that a plane still flies that used to have a tail gunner makes us love the BUFF even more.
7.) She’s a movie Star
The B-52 was a key player in many Cold War movies – most famously “Dr. Strangelove.” The B-52’s, a new wave rock band that had a popular run in the early 1980s including the big hit “Love Shack.” Plus, if you want to get, um, well … bombed … try the B-52 cocktail.
The people of the three rescue squadrons depicted in this video make superheroes look like mere mortals.
To praise the worthiness of this video requires recognizing the greatness of the GoPro camera. The hand-sized camera can go anywhere and record anything.
Which made it the perfect tool to give a “being there” account of the helicopter rescue squadrons whose motto is “anywhere, anytime.” The peaceful music and the beautiful video belies the dangerous work done by the men and women of the 303rd Rescue Squadron, the 81st Rescue Squadron and the 82nd Rescue Squadron.
Swiss captures the first revenue flight from New York Kennedy Airport to Switzerland.
Boeing’s 777-300 ER is the latest in long-range luxury commercial airliners. Swiss recently debuted its first Triple Seven, which is equipped with state-of-the-art accommodations for the passengers in addition to the latest advances in avionics.
This “Welcome To The Fleet” video provides a glimpse of what it’s like for the crew to fly the 777 and what the passengers experience.
The voice of every F-18 jet signs off after a career of ‘yelling’ at pilots.
Those who have flown and will continue to fly the F-18 Super Hornet have heard “the voice” when a warning light wasn’t enough. The sound of “Bitchin’ Betty” imploring a maneuver – NOW – has helped many a flight crew avoid disaster.
Bitchin’ Betty Squawked In Every Pilot’s Ear
Leslie Shook, the woman behind the voice, is retiring, but she’s happy that her legacy lives on in F-18 cockpits. And she’s proud that the nickname given to her voice is one of affection and respect.
Longtime McDonnell Douglas and Boeing Employee
Leslie Shook was a longtime employee and McDonnell Douglas and Boeing. Her voice is featured not only on the F/A-18 Hornet but also in the cockpit of other products like the C-17 Globemaster III. Her work has saved many lives. This video may inspire pilots and aircrew to say, “it’s good to put a face to a voice.” Blue skies Leslie! Enjoy your well-earned retirement.
US Air Force to deploy B-52 bombers to replace B-1s that recently departed the Middle East region.
At some point in the near future, Avgeekery.com will post a story singing the praises and recounting the history of the B-52 – a venerable Air Force bomber from a different era which is nonetheless still a useful weapon in the American arsenal.
That fact was underscored by the recent news that the United States has deployed three B-52s to Moron Airbase in Spain. The three bombers were joined by about 200 support personnel and various other aircraft.
From The Washington Post: “It is uncommon for the large bombers to deploy to mainland Europe, since they usually take off from the United States, refuel, and carry out their assigned duties before returning to their home stations. In previous bomber deployments to the region, the aircraft have often been temporarily stationed out of the Royal Air Force Base in Fairford, England.”
The transfer of the three B-52s coincided with the U.S. Air Force pulling B-1 bombers from flying missions against ISIS. The B-1 “Bone(s)” have been flying missions since August; the crews and the planes needed a break to rest and re-fit.
While one of the candidates for President may think that most B-52 missions against ISIS will involve making the sand glow from carpet bombing, us avgeeks know that precision bombing is the name of the game these days. The B-52 has the ability to fire precision guided weapons at multiple targets with the ability to loiter for an extended time.
The B-52 Stratortress first went into service in 1954 as a long-range bomber designed to deliver nuclear weapons. With the resolution of the Cold War and advances in weapon systems, the eight-engine B-52s will are useful.
In May of last year, two B-52Hs flew a 30-hour, non-stop round trip mission from Barksdale Air Force Base in Louisiana to Wadi Shadiya. During the trip, the planes dropped strings of precision-guided Joint Direct Attack Munitions in a mock attack on a practice range. JDAMs are the weapons that have been deployed from the B-1s during missions over Iraq and Syria.
The B-52’s nickname is BUFF – for Big, Fat Ugly Fellow. When and if the B-52s deployed to Spain start dropping JDAMs onto ISIS positions, it would be interesting to know what names the ISIS fighters will be calling the BUFFs.
Rarely seen footage of the B-2 Spirit demonstrates the grace and beauty of America’s powerful and stealthy bomber
The B-2 Spirit Stealth bomber in flight is an inspiring sight, as this video proves (the accompanying music doesn’t hurt, either). The Spirit looks like a flying carpenter’s square or something Batman would fly. But its looks disguise the aircraft’s graceful moves in the air. And, considering it’s a stealth weapon, disguise is a fitting term.
The Spirit will soldier on alongside the B-52 and forthcoming B-21. It will outlive the B-1 Bone as that jet is scheduled to be retired as the new B-21 takes it place later this decade.
The device might look like a portable rocket launcher, but it’s the latest attempt to make airports safe from rogue drones.
The SkyWall 100, designed by a company in England, could be the best weapon yet developed to counter possible threats from civilian drones.
The portable defense system, developed by Open Works Engineering, could provide the type of counter measures needed to safely bring down drones that are either flying with an intent to cause harm/damage who that accidentally stray close to restricted areas.
It was recently revealed that last month a drone came within 16 feet of an Air France jet as it was landing at Charles de Gaulle Airport in France. That’s the closest encounter yet between a drone and an aircraft. The pilot had to disconnect the autopilot and take evasive action.
With the proliferation and sophistication of drones that are available for anyone to purchase, the idea of drones being used to deliver explosives or to bring down airliners is a burgeoning threat.
The SkyWall 100 system appears to be a reasonable deterrent when it comes to bringing down/capturing drones.
It’s similar to a bazooka or other shoulder-mounted weapons. The SkyWall 100 uses compressed gas and a smart-launch system. It fires a programmable projectile which releases a net that captures the drone and a parachute which brings the drone to the ground.
The SkyWall 100 is portable and can be deployed by a single operator. Open Works Engineering is also developing two more versions – a semi-permanent device needing two operators and one that will be a permanent installation.
The first 727 made its last flight today after a long restoration to bring it back to flying condition.. Photo by: Clemens Vasters
The week that was at Avgeekery.com. Here’s a look back at some of the top stories on our site from this week.
March 5, 2016
GROUNDED: An in-depth look of how and why the Boeing 717 series wasn’t a commercial success.
A POSITIVE STEP? The much-maligned and problem-plagued F-35 Joint Strike Fighter had a successful weapons test this week.
LAST FLIGHT: The original 727, an iconic three-engine jet that boosted commercial travel, made its last flight this week – a 15-minute hop to its final stop, a museum in Seattle.
747 STILL USEFUL: While production is being curtailed and many major airlines are phasing it out of their fleets, the 747 continues to have many uses.
GUILT OVER TRAGEDY: Thirty years after the space shuttle Challenger exploded shortly after launch, an engineer who argued against the launch is still haunted by the disaster.
VIDEO: JetBlue came up with a clever way to turn the nasty aspects of an election year into a great promotional contest.
VIDEO: A closer look at “Ed Force One,” the tricked-out 747 that’s carrying heavy metal band Iron Maiden on its world tour – with its lead singer at the controls.
VIDEO: An American who flew the British Spitfire on photo missions once had to make a wheels-up landing. Another veteran filmed it. Nearly 50 years later, the 16mm film was discovered. Some sleuthing connected the film to the pilot, who got to witness his emergency landing for the first time.
Emirates is one of many gulf airlines that have rapidly expanded over the past decade. Photo by: Jim Mumaw
The ‘Gulf Three’ are redefining the rules and not always for the better.
Unless you are an international jet-setter or perhaps an airline industry enthusiast, you may not have heard of three relatively new airlines that are taking the world by storm. Otherwise, you may probably be aware of the existence and may even have flown on one of these three airlines. They are collectively known as the Gulf Three and are made up of Etihad Airways, Qatar Airways and Emirates Airlines. Etihad and Emirates are both based in the United Arab Emirates, while Qatar makes its home in Doha, Qatar.
Etihad, Emirates and Qatar, founded in 2003, 1985 and 1993 respectively, have grown from nothing to become global aviation powerhouses in a few short decades. They collectively employ about 112,000 employees and have a collective fleet of 526 aircraft. And they are fleets of big wide body airplanes, not puddle jumpers. Emirates, for example, has a fleet of 60 A380 Superjumbo aircraft, and is the world’s largest operator of the Boeing 777 with a fleet of 149 of those widebody aircraft.
These three airlines have been embroiled in a controversy about alleged subsidies they have received from their respective governments which I wrote about here. Leading the charge against the Gulf Airlines is a consortium of US based airlines and their associated labor groups. Their contention is that the governments of Qatar and the UAE funnel billions of government dollars into their hometown airlines thereby allowing them to undercut their competition.
Emirates aircrew at Suvarnabhumi Airport (Thailand). Source: Wikipedia
For their part, the Gulf airlines counter that they deliver a far superior product to their customers than do American based airlines. This is the reason, the Gulf airline managements cite, for the competitive advantages they currently enjoy. All the Americans need to do to compete, they say, is to up their game.
And in terms of customer service satisfaction, the Gulf airlines do indeed deliver. The three Gulf airlines routinely wind up at the top of airline customer satisfaction surveys. For instance, the Gulf airlines took second, third and fifth place in the 2015 Conde Nast Traveller Reader’s Choice Awards.
In the Skytrax Awards, which bill themselves as “the Oscars of the aviation industry”, the Gulf Three placed first, fifth and sixth. Delta, as the top rated US international carrier, came in at a dismal 45th place while United and American placed quite a bit further down the list.
There’s Something Wrong in Paradise
So it would seem that the US carriers do indeed need to tighten up their customer service game a bit, but as usual, there’s more to the story. Over the past several years reports have leaked out about hiring practices and working conditions for cabin crew at the Gulf airlines and they don’t paint a very flattering picture.
The three Gulf airlines hire their cabin crew from all over the globe including many impoverished areas. For many of these employees, a job with an international airline is a dream ticket into a jet-setting lifestyle. Except that it apparently isn’t.
Reports of long hours, low pay and stringently enforced limits on marriage, pregnancy and weight plague the Gulf airlines. A 2014 Wall Street Journal article noted that pregnancy may result in termination at all three Gulf airlines. Flight attendants must also remain single for the first five years of their contracts as well or seek the airline’s permission to marry.
Other critics maintain that workers at the Gulf airlines live in a climate of fear for their jobs and are under daily surveillance in their company provided dormitories. The companies insist that strict security is necessary for the safety of their cabin crews. Qatar Airways in particular has a reputation for being quite severe in its treatment of cabin crew. From the Economist:
Allegations of harsh treatment and overbearing scrutiny are commonplace. Many complaints centre on the accommodation provided to cabin crew, where rigid curfews and restrictions on visitors create a less-than-homely atmosphere. Swipe-in door keys and CCTV on the premises have fuelled speculation–warranted or otherwise–that management are interested in more than just their employees’ safety.
Given that even appearing in public without a niqab can be problematic for women in Doha, having extra security precautions for a dormitory full of young, single women far from home in an Islamic country may not be unreasonable.
Union Sour Grapes?
Earlier in 2015, several US flight attendant unions also jumped into the fray when Etihad announced new service to Orlando, Florida claiming that the Gulf airlines had “abhorrent labor standards”.
One can’t help but notice that many of the complaints about working conditions are coming from labor unions. It should also be noted that unions are illegal in the Gulf states where these airlines are headquartered. It must be teased out, then, whether the conditions are truly as horrid as is being reported or whether the reports contain a measure of union hyperbole.
My guess is that there is a pinch of truth on both sides of this story. Emirates states that it receives over 400,000 applications annually from 143 different nations for jobs across their network so there seems to be no lack of enthusiasm for those wishing to sign on. Conversely, with those types of numbers, it can be easy to see that should an employee have an infraction or be anything less than completely submissive, it is far easier to sack them for a younger replacement.
Hypocrisy of the Elites
Getting back to the popularity of the Gulf Three airlines with elite status flyers, I must confess to being completely amused by the comment sections on the various news and opinion websites which report on this story. Here’s a good example (typos and grammar in the original):
Yes the middle east carriers have unfair working practices But I prefer to fly on those airlines than american carriers as the staff in general are rude and not interested in any service what so ever . Plus the middle east carriers have young crews who are either more motivated or scared not to do there job properly so makes for a more enjoyable flight. I think the american carriers have just realised that the gulf carriers are so much better and just jealous thats all
Yes, of course, who doesn’t appreciate young, attractive and motivated (scared) flight attendants? This commenter is likely more correct than he realizes: US airline managements are no doubt quite jealous of the freedom their Arab counterparts have to fire flight attendants when they get married, old or overweight…just like it used to be here back in the “halcyon” days of the 1960s.
Who also doesn’t have at least a bit of nostalgia for the image that Leo DiCaprio presented in Catch Me If You Can as he traipsed in his pilot uniform through the airline terminal accompanied by half a dozen young, alluring and razor thin flight hosties? One need not look too far into aviation literature to find a paean to the good old days of “coffee, tea or me?”
Well, we are living in the future that we created here in America. Oddly enough, we won’t buy tickets on our own airlines, but instead opt to be served by young hotties who can be fired on a whim.
I personally believe that there probably exists some middle ground between what is effectively third world indentured servitude as practiced by the Gulf Three, and the hardened battle-ax ingrates employed with depressing regularity by US airlines who seem to relish bashing into your kneecap with the cart.
Some lessons often need relearning. We should be careful for what we wish, for the aviation gods have a sense of humor and may smite us by granting our wishes.
Up to 585,000 lbs of Jet, Flown Around the World, With a Whole Lot of Skill, Dedication and Heart.
C-17 pilot Jon Leech wanted to find a way to share his love of flying and the airlift mission with others. He produced a kick ass video of his flying that would make any #avgeek proud. The video was uploaded to YouTube by Skyride 10. Jon’s story and details below the video.
Here’s Jon’s story and the details about the video above:
“Growing up my fondest memories were listening to the stories of when my Dad, uncles and grandpas were in the Navy. Without question I knew I was headed in the same direction, only because, even at that age, I recognized the value and importance of the skills they gained, experiences, and especially their friendships which inevitably evolved into extended family they still see today. When I was lucky, some of the stories they told of their world were supported by still pictures.
shellback initiation. image via gerald ford library
They would tell the tale of when and where it was taken, why, and the crazy people who were around at that time; the band playing in random bars on random islands, the “shellback” initiation (google it…), launching missiles, etc. Looking back at it, I would pay to have had GoPros and hand-held cameras available for all of them back then; that would be the only thing that would have made it better. So, on my third deployment flying the C-17, I decided to avoid having my friends and family wish the same. This was my attempt to capture and share what I am so fortunate to see and do every time we go gear up.”
image via uSAF/DVIDS
A World-Wide Experience
“The video was shot all over the world on various missions. We flew pretty frequently and at times it felt routine. However, there were some instances I will never forget and that I am fortunate to have captured. One such instance was flying a full jet of troops out of country on what happened to be our crew member’s daughter’s birthday. Unfortunately he had missed quite a few of her birthdays, but wanted to send something heart felt home to her. Watch what he does, along with other experiences I am so fortunate to have been a part of. Hope you enjoyed it!”
The only camp in the world where you can experience what it was like to load and drop bombs from WWII bombers.
Bright sunlight glitters in the bluebird sky as streaks of white contrails stream behind the lumbering bomber force like beacons pointing the way. Dream-like in flight, little is heard save the roar of engines and cold wind. Frosty oxygen masks work hard to keep life flowing and the men themselves strain their weary eyes to keep vigil at 20,000 feet. With no warning a dark cloud appears above and to the right moving quickly toward the formation. What seems to be a swarm of insects suddenly turns into the bombers and the cloud is now individual specks growing larger by the second. The intercom screams, “Bandits, 2 o’clock high!” Machine guns turn in unison to the coming threat while enemy fighters fly into range. First one burst of fire is seen from a neighboring B-17, and then twenty or more streaks of tracers are unleashed at the gray intruders. Twinkles on the wings of the enemy fighters show evil intent and what looks like popping flashbulbs appear around the bombers. Like a hailstorm swiftly passing, the enemy vanishes and is replaced by a hundred puffs of greasy smoke. Flak engulfs the heavily laden planes. For a moment the formation flies straight and level and a rush of wind announces that the bomb bay doors are open. Every muscle and nerve is tight with anticipation and fear. The intercom crackles with the welcome words, “Bombs Away!” A collective sigh of relief is breathed by over a hundred men… now they can head home…
These flashes of history crowd the senses of participants in the one of a kind Bomber Camp as they fly a “mission.” This experience is the realized vision of Taigh Ramey, owner of Vintage Aircraft in Stockton, California. He felt that the Living History Flight Experiences and Aircraft Tours offered by organizations were just not enough to truly show modern audiences what the people of the 1940s went through in WWII. He believes that to truly understand what it was like for the men who trained and fought in the US Army Air Forces that it had to be experienced firsthand. Taigh talked with Rob Collings of the Collings Foundation and asked what he thought about dropping concrete bombs, shooting machineguns and operating turrets on the Collings Foundation’s B-24 “Witchcraft.” Bomber Camp was born. Soon the WWII Living History organization, “The Arizona Ground Crew Living History Unit, Inc.” and some other dedicated historians responded to the call for action and met at Stockton Field California to load 250lb concrete bombs and blank adapted guns onto Witchcraft.
Photo by Roger Cain (Provided by Bomber Camp)
The first mission was flown with a crew of WWII USAAF Veterans in May, 2007. The Veterans got a chance to get back into their old crew position and feel as though they were young again as they took off into the wild blue yonder on a bombing mission. For this mission, there was no enemy aircraft or FLAK to be concerned with, a first for our crew of Veterans. This was merely a test run though, because Taigh had bigger plans, he intended to repeat this mission again with student participants or “Cadets” as they would be called.
The Cadet Class of 44-1 assembled at the Stockton Field Aviation Museum Hangar on May 28, 2008 in the early morning hours. The next 48 hours would be an immersive experience into the culture, lifestyle and training indicative of 1944. Cadets learned aerial navigation, bombing principles (including the operation of the Norden Bombsight), aerial gunnery, military drill, operation of the ball turret and top turret. They trained on the live fire gunnery range with various small arms working up to the turret trainer truck and the ANM2 Caliber 50 Machinegun. Back at the Airfield they trained in the ball turret trainer so that they would be able to operate the ball turret in flight. On day two, Class 44-1 assisted with the loading of 250lb concrete bombs into the bomb bay of Witchcraft. Underwent a mission briefing and then flew off into the unknown on a bombing mission. The waist guns blazed away and the ball turret spun as the gunner searched for any sign of enemy aircraft in the area. As the plane approached the target area the bomb bay doors opened and the Norden Bombsight put the bombs right onto the target just as it had done 64 years ago.
This scene has been repeated nearly every year since, with a B-24 or B-17, adding new components to the training, atmosphere and program for each new Cadet Class. But now in 2016 we’re gonna up the ante! The Cadet Class of 44-7 will be using the B-24 “Witchcraft”, B-17 “909” and the B-25 “Tondelayo” in combined bomber operations. Hap Arnold, Chief of the Air Corps would be proud to know that this will be the Largest WWII bomber sortie of its kind in recent history! Nowhere else will you be able to help to bring WWII aviation back to life in such a unique and special way. It is truly an amazing experience.
If you are over 18 or 16 with a legal guardian accompanying you, have a desire to truly experience the training that the “Greatest Generation” went through and want to fly your own bomber mission, you are a candidate for Class 44-7. You can enlist at www.planetreg.com/E610101818154966 or contact the Recruiting Command Center at 209-982-0273. Follow them on Facebook too: Bomber Camp.
Cost for Bomber Camp is $4000.00 and includes all training materials, uniforms, equipment, ammunition, food and lodging. Cadets stay in a hotel from Tuesday, May 31st until Friday, June 3rd. Training will be from Tuesday May 31st at 1800 hrs until Thursday June 2nd in the evening. With food provided from the 1944 Army Cookbook and while training with the 3033rd Army Air Forces Base Unit, 60th Training Squadron, Stockton Army Air Field, you’ll feel like you’ve stepped into an incredible time warp. Travel expenses to and from Stockton, California are the responsibility of the individual Cadet.
What’s better than flying around like a rockstar? How about being a rockstar and flying yourself and your band in a 747-400 around the world!
A few weeks ago, an Avgeekery.com news roundup led with the item that Iron Maiden’s world tour would make its way around the globe via a customized 747. There’s even more to the story than just a tour to promote the heavy metal band’s “Book Of Souls” album.
Lead vocalist Bruce Dickinson is a licensed pilot and he will captain and pilot “Ed Force One.” He underwent special training in order to be cleared to fly the jumbo jet.
“When the opportunity arose from my friends at Air Atlanta Icelandic to lease a 747 for The Book of Souls World Tour, of course we jumped at the chance, who wouldn’t?” Dickinson said in a news release. “The greatest benefit of travelling in a 747 is that because of its colossal size and freight capacity we can carry our stage production and all our stage equipment and desks in the cargo hold.”
The United States portion of the tour is underway and Dickinson is as thrilled to be flying a 747 as he is about performing. This video shows him seeing Ed Force One, a 747-400 Jumbo Jet, for the first time.
In the second video, Bruce does a walkaround of the Ed Force One Jumbo Jet. The video was originally posted by “Made In Cardiff”, a local news organization in the UK.
1) Gate Check the Stroller
