Although this paradigm may seem like the best perk of the aviation industry, in a way some relationships are born of necessity. Pilots and flight attendants have been dating as long as the industry has been around. They have been the subject of films and books, and even today almost every guy I talk to mentions it as my greatest job benefit.
I have dated a few flight attendants, and almost dated many more. It is easy, when you spend 3 or 4 days with someone you can't help but get to know them, even more than the normal person after even a few months dating. In addition, there is something about this industry that just draws us together.
I have dated many women outside of aviation and it seems that none of them "get it". They want to know what I'm doing for 12 hours that I can't talk to them, or who these people I fly with are. They get so caught up in the stereotype that they cannot seem to separate truth from fiction. In this way it has almost become easier to date those within our industry. When you know the normal goings-on of crew members while away it is easier to identify with what does and does not happen.
Pilots and flight attendants will always get along. When you have single men and women working closely together for days at a time there will be chemistry. Often it is an easy way to tell if you can get along for days being stuck together, because you are. It is easy to tell if you like someone because their personality and yours either click or they don't. After many 4 day long trips I have gotten phone numbers and gone out or simply said "no thank you." Either way it's easy.
The last reason why so many in the industry get along is time. Many Pilots and Flight Attendants spend a majority of their week at work. When we work it means we are gone, away from home and friends for days at a time. This makes it difficult to for many crewmembers to go out and meet other people out on the town. Additionally, it also makes it difficult to schedule follow-on dates with people who work a normal schedule.
Pilots and flight attendants have been together since the dawn of the airline industry. There is little to say that this relationship will fade and even less to say why it should. When working together with someone for so long, a natural trust and relationship is born.
TSA Family Lanes - Finally
The one problem plaguing US security checkpoints is that one-size does not fit all travelers. The differing level of experience amongst travelers often causes backups and frustration at most checkpoints. Finally, the TSA may have come up with a solution.
Family Lanes are designed to allow travelers who are unfamiliar with security procedures, traveling with small children, or otherwise need assistance to move through without being rushed by screeners. Anyone who will potentially cause a backup at a normal security lane will be brought over to a Family Lane so that they can get the attention they deserve.
While this is a necessary first step, the second issue the TSA needs to resolve is the disparity in security screening methods at airports across the country. With a standardized security plan, travelers will not be caught off guard so often and will be able to more easily move through any airport's security checkpoint.
It's a good move, but we hope to see more out of the TSA to help streamline their security process and remove needless hassles.
Why Did Southwest Pick Volaris?
Yesterday Southwest Airlines announced that it would enter into a Codeshare Agreement with Mexican airline Volaris. Southwest has been talking for a while about expanding its network outside of the United States through codeshare agreements and has done so in the past. In the past, however, Southwest has chosen airlines with already established route structures to specific destinations, something Volaris does not have.
Volaris currently serves a number of markets throughout Mexico, however it serves no destinations in the United States. Conversely, Southwest serves hundreds of markets in the United States but not one in Mexico. So how do these route networks connect?
It's assumed that Volaris will start serving select shared markets in the United States which will allow for Southwest's passengers to easily transfer to these international flights. To make this happen, Volaris must get the authority to operate in the United States and then create the infrastructure or lease the infrastructure to operate here. I don't expect Southwest to try connecting south of the border with its fleet, otherwise it wouldn't have bothered with the code share.
Neither airline has released details on the agreement, and it will be interesting to see how it pans out.
The Painful Merger Lesson
A little over 3 1/2 years ago two large airlines, US Airways and America West, merged to create the new US Airways. Since then planes have been repainted, counters rebranded, and operations merged on the surface. However, once you start looking further the story changes.
Earlier this year a disgruntled US Airways "East" (original US Air) pilot group voted for and got new representation under the US Air Pilots Association, freeing itself from the Airline Pilot's Association (ALPA). This move was made after an arbitrator responsible for merging the two pilot group's seniority lists made a decision that arguably hurt the seniority of many US Airways pilots. Since this move there have been lawsuits filed and threats made between the two former pilot groups, US Airways and America West. It is so bad that neither will legitimately recognize the other as being part of the company.
In addition to these struggles, many former America West customer service personnel have had a tough time changing to the US Airways name and brand. The America West brand, one they worked hard to make successful, is their identity and change is not easy. Old US Airways customer service personnel are also facing tough times as hubs are closed or reduced and jobs are being lost on the East Coast due to the new West influence.
With all of these problems still showing up 3 1/2 years later, how will Delta manage to get Northwest successfully into the fold?
The first and most important step is that the pilot groups have been talking throughout the entire process, already reaching and voting on a mutually beneficial labor agreement. Second, Delta has started to adopt many of Northwest's policies, fees, and culture so that the changeover for Northwest personnel will be less painful. Flight attendant's are already gearing up for standardized uniforms even as the two airlines operate independently.
It seems that thankfully the lessons of the still mangled US Airways merger are being learned and adapted. Hopefully future mergers will take this "people first" approach and realize if the employees aren't on-board, you may find fewer and fewer passengers on-board.
How-To Get the Best Seat
I found this little How-To video while browsing around today. While it doesn't cover many of the nuances of getting a good seat it definitely shows the best way if you want to do a little research.
Remember, getting to the airport early is the key to getting not only a good seat, but often times the seat that you reserved. Although you may have "reserved" a specific seat assignment, that is no guarantee you will get that seat when you show up to the airport. The airlines often upgrade frequent fliers to the best seats which means if they get there before you, you may be out of luck.
On another note, if you know you're going to be flying in a propeller powered aircraft, the best seat is in the back, since sitting as far behind the spinning prop is the quietest. In a jet, forward is always quieter. Also, exit row seats often don't recline, and if you're in a bulkhead, you can't store anything under the seat in front of you, it's all up in the overhead.
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