How airlines prepare for big storms

Scott Mayerowitz, The Associated Press– 1 day

 

NEW YORK -- As the Northeast braces for its largest winter storm in more than a year, airlines are already employing a strategy that has served them well in recent years: Cancel flights early and keep planes and crews — and passengers — away from snowed-in airports.

Up to 3 feet of snow was forecast along the densely populated Interstate 95 corridor from the New York City area to Boston and beyond. In response, the major airlines plan to shut down their Northeast operations by Friday afternoon, and canceled nearly 1,100 flights for Saturday.

 

 

That means emergency planning for Boston's Logan International Airport, the three major airports in the New York Metropolitan area and smaller airports around the region.

 

Here are some questions and answers about what the airlines are doing:

 

Q: What are the airlines doing differently?

A: Just a few years ago, a powerful storm dumping two feet of snow on the Northeast would have brought havoc to some of the region's busiest airports. Passengers would sit on a plane for hours, hoping to take off. Families slept on the airport floor with luggage piled up around them. The only meal options came from vending machines.

Now, having learned from storm mismanagement and the bad public relations that followed, U.S. airlines have rewritten their severe weather playbooks. They've learned to cancel flights early and keep the public away from airports, even if that means they'll have a bigger backlog to deal with once conditions improve.

 

Travelers can still face dayslong delays in getting home, but the advanced cancellations generally mean they get more notice and can wait out the storm at home or a hotel, rather than on a cot at the airport.

 

Q: Why is it smarter to cancel early?

A: It allows the airlines to tell gate agents, baggage handlers and flight crews to stay home — keeping them fresh once they're needed again.

And by moving planes to airports outside of the storm's path, airlines can protect their equipment and thereby get flight schedules back to normal quickly after a storm passes and airports reopen.

These precautions make good business sense. They also help the airlines comply with government regulations that impose steep fines for leaving passengers stuck on planes for three hours or more. And they reduce the chance of horror-story footage of stranded passengers showing up on the nightly news.

 

Q: When did airlines change their storm preparations?

A: Things changed almost exactly six years ago. JetBlue was late to cancel flights as a massive snowstorm hammered the East Coast on Valentine's Day weekend in 2007. Passengers were stranded on planes for hours. When the storm finally cleared, other airlines resumed flights but JetBlue's operations were still a mess.

 

Other airlines took note. Severe weather manuals were updated. Reservation systems were programmed to automatically rebook passengers when flights are canceled. And travelers now receive notifications by email, phone or text message.

Q.: What should passengers do?

 

A.: Daniel Baker, CEO of FlightAware, says that any traveler planning to fly through the Northeast, or has a connection at one of its airports, should "change their travel plans immediately." He recommends using the airlines' websites over potentially backed up call centers.

 

In general, passengers shouldn't rush to the airport in hopes of getting a flight before the snow falls. Check with your airline, which will likely cancel your flight before the storm is near your airport.

The good news is that if you miss your connection, the airlines will automatically rebook you on the next available flight. The bad news is that next flight could be a while if you're traveling to or from a city that is buried under a foot or more of snow.

 

If you're unhappy with your rebooked flight pick up the phone and call the airline directly. Or go onto the airline's website and even consider sending a Tweet.

 

Q.: How tough is it for the airlines to get operations back to normal?

A.: Once the clouds clear, flights won't start up immediately.

When Superstorm Sandy hit the New York area, JetBlue's Rob Maruster, the airline's chief operating officer, equated starting up the airline again to putting together a 1,000-piece jigsaw puzzle. It's not about staffing levels, but an overall game plan that makes sense. "At a certain point, putting more hands on the table doesn't help get it solved faster," he said.

 

The airlines will need to ask a lot of questions before bringing in planes.

First, are the runways open?

 

Next, is there public transit to get workers to the airport? If not, does the airline have enough staff staying at nearby hotels that can be bused in?

 

Finally, the airline has to check on all the other people needed to run an airport: the Transportation Security Administration, customs officials, caters, fuel trucks and even the people who push wheelchairs through the terminal.

 

Baker, the FligthAware CEO, notes that the timing of this storm does work in the airlines' favor.

"Fortunately, Saturday is the lightest travel day of the week, so airlines can use the day to restart their operations in time for the Sunday evening travel rush," Baker says.

 

© 2013 The Associated Press. All rights reserved.         

EXCLUSIVE AMR creditors to meet Feb. 11 May vote on US Air merger Thu Feb 7, 2013 7:24pm EST * US Air board, AMR board could also meet Monday-sources * Deal may come as soon as Tuesday, but timing could slip (Adds negotiation details) By Soyoung Kim and Karen Jacobs NEW YORK/ATLANTA, Feb 7 (Reuters) - AMR Corp creditors plan to meet on Monday and could vote on a potential merger agreement between the bankrupt parent of American Airlines, and US Airways Group Inc, several people familiar with the matter said. The two airlines are working to finalize deal terms so the board of each company could also meet to vote on a merger on Feb. 11, the same day AMR's unsecured creditors' committee is scheduled to convene, the people said. If the parties meet this potential timetable - as currently envisioned but seen as aggressive - a merger agreement could come as soon as Tuesday, the people said, asking not to be identified because the matter is not public. AMR filed for bankruptcy in November 2011 citing high labor costs. A combination with US Airways would create the world's largest airline by passenger traffic and help the two carriers better compete with rivals United Continental Holdings Inc and Delta Air Lines Inc. Discussions are continuing and could still fall apart, they cautioned. While timing of a deal remains fluid, there is desire to get it done before Feb. 15, when the confidentiality agreements AMR bondholders signed are set to expire, the people familiar with the matter said. Under terms of the non-disclosure agreements, the group of influential AMR bondholders is not allowed to trade the airline's debt, people familiar with the matter have said. Detailed financial information related to the merger talks is set to be publicly disclosed on Feb. 15 so that the bondholders can resume trading without possessing confidential information. That is putting pressure on all the parties to reach a deal before then, the people have said. US Airways, AMR and its creditors are hoping that the bondholders group will support the deal terms before the parties announce a merger agreement, the people said. Representatives of the creditors committee, AMR and US Airways declined to comment. The bondholder group did not immediately respond to requests for comment. FINAL DEAL TERMS Negotiations in recent weeks have largely come down to a few major sticking points, including how ownership of the combined company would be split between shareholders of US Airways and creditors of AMR, and who will run the merged airline, the sources have said. While no final decision has been made, AMR creditors are expected to receive between 70 percent to 75 percent of the ownership in the combined company, the people said. US Airways' formal merger offer made in November proposed that AMR creditors own 70 percent of the equity and shareholders of US Airways own the rest. US Airways may also assume AMR's retiree liabilities excluding pensions, in the event of a merger, the people said. The combined airline could take on retiree health and welfare liabilities, known as Other Post-Employment Benefits (OPEB), that AMR has been trying to reject through the bankruptcy process, the people said. US Airways' original merger proposal had assumed that there would be no OPEB liability, the people said. US Airways Chief Executive Doug Parker is widely expected to become chief executive of the merged airline, while AMR Chief Executive Tom Horton could become non-executive chairman of the board for a limited time to allow for a smooth transition, the sources said. Horton rebuffed an aggressive takeover push from US Airways early in the bankruptcy process, saying the airline preferred to exit court protection on its own and consider a deal later. But after several months of talks with its own creditors as well as US Airways, Horton has softened his approach and agreed to consider all options. A combined American-US Airways would provide the scale to match bigger rivals that are upgrading service and expanding international routes. The merged company would have revenue of $38.69 billion based on 2012 figures, ahead of United Continental which had revenue of $37.15 billion last year. The new American would have a solid presence on the important U.S. East and West coasts and on North Atlantic routes, given American's revenue-sharing joint venture with British Airways and Iberia. The case is In re AMR Corp et al, U.S. Bankruptcy Court, Southern District of New York, No. 11-15463. (Reporting by Soyoung Kim in New York and Karen Jacobs in Atlanta;

Attorney Was AMR Deal Key

By MIKE SPECTOR AND SUSAN CAREY
Two of the world's largest airlines are rushing to finalize a $10 billion-plus merger. One of the biggest reasons: Jack Butler.

Mr. Butler, a 56-year-old bankruptcy lawyer, was instrumental in getting American Airlines' parent AMR Corp. AAMRQ +2.46%to the negotiating table with US Airways Group Inc. LCC +3.78%by prodding and coaxing Tom Horton, AMR's chief executive, and his advisers. He also has pestered American's unions and US Airways pilots and executives for over a year.

As the lead lawyer for the creditors committee watching over American's bankruptcy case, he begged to differ when the airline said it planned to emerge from Chapter 11 before considering mergers.

Mr. Butler declined to comment on the details of the merger negotiations, which The Wall Street Journal reported Wednesday were in their final stages. This account of his role in American's restructuring is based on interviews with more than a dozen people close to Mr. Butler and the events of the airline's bankruptcy case.

Mr. Butler last February invited a cadre of American executives led by Mr. Horton, as well as the company's lawyers and bankers, to his New York office at law firm Skadden, Arps, Slate, Meagher & Flom LLP.
American's bankers from Rothschild Group arrived at a conference room in the Condé Nast building 38 floors above Times Square with a bottle of the investment bank's namesake Bordeaux as a goodwill gesture.

As they gazed at the Empire State Building, Mr. Horton told Mr. Butler and others that the airline already had evaluated mergers and expressed skepticism about teaming up with US Airways, especially when American was at its weakest.
Mr. Butler, with others, objected. The unionized workers on Mr. Butler's committee—not to mention bondholders and suppliers—wanted alternatives to American's plan to stay independent so they could realize the best payout, he explained. Mr. Horton demurred but then relented months later amid continued pressure. A Rothschild banker later expressed regret to creditor advisers about bringing the wine. A person close to Mr. Horton said he was always open to exploring mergers once American finished redoing labor contracts and took other restructuring measures.

Companies under bankruptcy protection like to think they have wide latitude to control their reorganizations, especially because the law often prevents creditors from offering competing plans. But Mr. Butler's relentless activism in the American case is a reminder that bondholders, employees and suppliers have the last legal word on what happens in a Chapter 11 case and can exert their will to influence the outcome.

The bespectacled Mr. Butler, a father of four with a powerful build and slicked-back white hair, was an unlikely choice to represent American's creditors committee. He has mused to colleagues that he has terminated more pensions than any other lawyer in the U.S. Indeed, Mr. Butler advised Delphi Corp. DLPH -0.75%and US Airways when they unloaded $6.2 billion and $2.5 billion, respectively, on the federal Pension Benefit Guaranty Corp., now his client as an AMR committee member.

A native of a Detroit suburb, he graduated from the University of Michigan's law school in 1980. He arrived at Skadden in 1990 and soon took on megabankruptcy cases.

In American's case, Mr. Butler shunned deference from the outset. He filed an unusual "mission statement" that declared, among other things, that the creditors committee's "oversight responsibilities are highlighted and particularly essential" since the airline didn't have a bankruptcy loan requiring it to meet certain milestones.

Mr. Butler has "been successful because…he's always very involved in the details," said David Resnick, a former Rothschild banker who represented American before becoming president of investment firm Third Avenue Management LLC last year. He said Mr. Butler can get "too engaged by the facts" but usually sees the big picture in the end.

Others are blunter. "It's sort of Jack's way or the highway," said Rick Chesley, a bankruptcy lawyer at DLA Piper who has squared off against Mr. Butler in other cases. Mr. Butler is "extremely well prepared" and "he wants to win at all costs."

A person close to Mr. Butler acknowledged the lawyer has a forceful personality and a penchant for details but said he takes principled decisions that drive people to reach deals.

A stickler for rules who sometimes becomes red-faced during negotiations, Mr. Butler officiated at high-school and small-college football games for 25 years. With American, he started throwing penalty flags early in the case.

That irked rival Harvey Miller, the 79-year-old Weil, Gotshal & Manges LLP bankruptcy lawyer representing American. During a court hearing in December 2011, Mr. Miller told the airline's judge that he and the company felt "bushwhacked" by the unusual mission statement Mr. Butler filed and called parts of it "inflammatory" and "erroneous." Mr. Butler didn't respond to the concerns.

During the February dinner, other creditor advisers aided Mr. Butler. Jay Goffman, another Skadden partner, said creditors wouldn't ignore merger possibilities. Afterward, Moelis & Co. banker Bill Derrough suggested a "protocol" that would require American to explore "strategic alternatives." Mr. Butler later negotiated the document.

At the same time, Mr. Butler, along with American, wanted the airline to have a robust stand-alone restructuring plan that creditors could weigh against a merger so each plan would compete to offer creditors the best deal.

That plan depended on American getting a new contract with its pilots. In late August, American's unionized pilots rejected a new contract offer containing meager pay raises, higher health-care costs and more time in the cockpit—despite a promise for a 13.5% ownership stake in a reorganized airline. Mr. Butler tried to restart talks, rankling some at American. The pilots later negotiated a new deal.

Mr. Butler then traveled more than 7,000 miles in a weeklong period in late November and early December to San Diego, New York and Dallas to try to persuade pilots to approve it and finish American's stand-alone restructuring.

At a pilot's home in San Diego, he relinquished his jacket and tie, rolled up his sleeves and fielded questions from pilots for two hours while joining them in a lunch of ribs, soda and beer. He reminded the pilots that he helped safeguard their potential ownership interest in American.

He told the roughly 50 assembled pilots it was "remarkable" that other creditors approved their getting such upside in a potentially rejuvenated airline. There wouldn't be a third bite at the apple, he warned.

The pilots approved the new contract Dec. 7.

Mr. Butler next turned to organizing executives and pilots at American and US Airways to negotiate how to integrate employees should the two airlines merge. He succeeded. In January, he flew to Phoenix to have lunch with US Airways Chief Executive Doug Parker to discuss the merger and whether American's Mr. Horton could have a role. Mr. Parker is expected to be chief executive of the merged airline, with Mr. Horton becoming nonexecutive chairman for a finite period, according to people familiar with recent discussions.

Write to Mike Spector at mike.spector@wsj.com

Copyright 2012 Dow Jones & Company, Inc. All Rights Reserved

What Happens If You Become Seriously Ill During a Flight?

Marc Weber Tobias, Contributor 1/22/2013 @ 1:52PM I am an investigative attorney and physical security specialist. If you fly on commercial airlines in the United States and have ever wondered what would happen in the event of a medical emergency, especially if the carrier works in conjunction with physicians on the ground, you should feel more reassured after learning what I found from one airline. I fly about 150,000 miles a year, primarily on Delta Air Lines, and had a chance to visit with a number of senior crewmembers and pilots, and read the relevant sections about in-flight medical emergencies. I learned about what they do when a passenger becomes ill or suffer a heart attack or other life-threatening event while flying.I wrote an article last year about an oxygen system failure aboard a Delta flight I was on, and briefly touched upon the role of flight attendants during an emergency. After reading the Delta procedures for crewmembers, there is no question that the primary job of a flight attendant is all about safety and helping passengers in a medical crisis. Their other tasks are secondary. I shared some of the information I learned from Delta Air Lines with Dr. Tom Stys, Director of the Sanford Cardiovascular Institute in Sioux Falls. What I found was actually quite amazing and encouraging for all passengers that fly this airline. Delta’s procedures are similar to those in effect by all other U.S. carriers. Delta Air Lines, as well as many other carriers, contract with the University of Pittsburgh Medical Center for their STAT-MD program for immediate medical consultation when they have a problem during a flight. UPMC offers the same kind of service to the airline industry as does another major player, MedAire. These providers insure that medical events are properly analyzed while they are occurring so that passengers have the best chance of survival, should the emergency be life-threatening. More passengers are flying, which means more medical emergencies onboard that can result in serious ramifications, including death. It is estimated the almost six million people travel onboard commercial aircraft every day throughout the world. Passengers are living longer, which equates to having a higher likelihood of recurring medical conditions which can manifest themselves during a journey. Longer flights, larger capacity aircraft and more passengers with underlying health issues all contribute to a growing problem for airline companies. Unexpected, but planned-for medical emergencies include heart attacks, strokes, choking, diabetic reactions, seizures, and other maladies. Real incidents do happen, and more often than you would think, as reported in the New York Times in May, 2011. Passengers And Medical Problems Passengers can be classified in three groups in the context of medical events: those that have unknown conditions; predisposed conditions which are triggered as the result of travel; and known conditions which include those passengers that became ill at their destination and are trying to return home, are securing more appropriate or less expensive treatment, or are literally flying home to die. There is a technical communications problem when Delta or other carriers communicate with the UPMC STAT-MD or other ground-based doctors during an emergency. There is no direct link between a flight attendant or physician onboard in the cabin and the hospital because evidently it is too complicated to tie the intercom system on the aircraft with the internal company radio system or satellite phone onboard so that instructions do not have to be relayed from the flight crew to the one that is treating the passenger. A spokesman for Delta confirmed this issue but said it has not posed any problems for them. Security concerns in the U.S. prevent direct communications between a doctor onboard and the airline dispatch facility and medical staff because nobody can enter the flight deck to speak directly to the ground. There is also a new security directive that prevents the Captain from leaving the cockpit to assist a patient or flight attendants because of the potential to create a medical emergency as a diversion for hijackers. The Doctors On The Ground That Can Help You I interviewed Dr. Paulo Alves, Medical Director of MedAire, about what they do and his extensive experience in the specialty of aeronautical medicine. His company has been in business for twenty five years and is one of the leading providers of remote medical consultation and care for flights, whether the passengers or crew are on the ground or in the air. They provide an integrated system with airline crews to make sure that everyone is on the same page as to the latest technology, techniques, medical trends and regulations. The company oversees training, and equipment provisioning to sixty airlines throughout the world. They have a Global Response and Dispatch center in Phoenix that handled 22,000 cases last year, and assisted with 12,000 medical fit-to-fly assessments of passengers at the boarding gate, and 5,000 cases of airline crew members that had medical issues during layovers. The company works with airlines to help protect passengers and crew in case of two different scenarios: a medical event, or a potentially life-threatening emergency. The University of Pittsburgh STAT-MD program is similar to MedAire, but was initially designed to serve Western Pennsylvania to support emergency medical services. UPMC has one of the finest emergency medicine curriculums in the country, so it is natural that airlines also utilize their expertise. Telemedicine And The Airline Industry In The U.S. According to MedAire the U.S. carriers do not have telemedicine capabilities as yet, while five different carriers in Europe do. Even though many aircraft now have WiFi they don’t use it for medical emergencies, but they all have voice links via satellite phones, company frequencies, or Airinc, which is a national aeronautical radio link for air transport. Technology really has not caught up with the airline industry. While the FDA just approved a cardiac monitor for use with an iPhone last week, such technology is not available on aircraft even thought it could be. I confirmed with Delta Air Lines that at present they do not have any remote monitoring capabilities onboard any of their aircraft. Delta and other carriers will implement international Internet access, which means that in the future they may offer enhanced services in order to more effectively communicate with medical personnel on the ground. Delta Air Lines And Your Care Onboard Delta carries several different medical kits on board, called Enhanced Emergency Medical Kits (EEMK) and Expanded Medical Kit (XMK). As Dr. Stys explained, there is essentially everything onboard that he has in his emergency room for treating heart patients as far as the basics. There are a number of drugs carried for emergency treatment including Atropine, Diphenhydramine, Dextrose, epinephrine and Lidocaine. Aspirin, Acetaminophen, and Nitroglycerine tablets, as well as inhalants and surgical instrument are available. Medical equipment includes a variety of needles and syringes, trauma shears, tourniquets, gloves, tape, alcohol, normal saline solutions, I.V. sets and I.V. catheters. Airways, masks and resuscitation equipment are standard, as well as one-way CPR valves and oxygen supplies. Blood pressure monitors and stethoscope are also included in the XMK kit, as are the American Heart Association ACLS (Advanced Cardiac Life Support) book, splints and related equipment. Flight crews even have protective gowns, face shields and gloves, as well as hazard bags, digital thermometers, and digital glucometers. There are definite procedures for flight crews to follow on all airlines. If you fly on Delta and you suffer a heart attack, stroke, blood-sugar reaction or other illness, the Flight Attendants are trained and re-certified every year to act instantly. The critical task for airline crews is to stabilize, rather than treat a passenger that is experiencing medical problems. There are specific procedures that are detailed for flight crews to treat cardiac arrest, stroke, smoke inhalation, chest pain, and angina. I wanted to know if the medical equipment, training and procedures for Delta crews would meet medical standards that are recognized by Dr. Tom Stys, the Director of the Sanford Cardiovascular Institute in Sioux Falls. After my discussion with the Director of MedAire I felt that a cardiac emergency was probably the most life-threatening and of concern for most passengers. See my interview with Dr. Stys after we reviewed information I had gathered from Delta Air Lines. He was quite surprised at the level of care that could be afforded for passengers and crew as a result of the medicine and equipment that is standard on all Delta aircraft. The Last Alternative: Diversion Of Aircraft While most medical problems onboard are not serious or constitute a life-threatening emergency, some are and diversion of aircraft or death can be the result. In 2010, 442 of the 19,000 cases that MedAire handled resulted in aircraft being diverted from their final destination. Ninety four people died onboard of the cases they managed. A pilot has the ultimate responsibility to make the decision whether to divert the aircraft to the nearest airport to get a passenger or crewmember proper medical treatment. This must be based upon a sound understanding of the actual medical situation that is occurring and several factors go into this decision. These include alternatives to mitigate the risk to the patient, the time required to get to the destination in comparison with the flight time required to land at the nearest suitable airport, and the condition of the patient. The decision is even more complex because if a diversion is contemplated there has to be an airport within range that has the proper medical facilities to handle the type of emergency. MedAire and UPMC both have an extensive data base of medical facilities in proximity to every airport so if their team is consulted they can advise the pilot as to their opinion whether the passenger or crewmember can be stabilized until reaching the planned destination or if it is a life-threatening event that requires immediate action. According to MedAire and UPMC, the airlines are quite responsive to protecting their passengers, even if a diversion is expensive and very inconvenient for all passengers onboard. When I spoke with corporate-level representatives of Delta they confirmed that their primary concern was for passenger safety and health and that cost was not factored into the equation. They indicated that the procedure for determining when to divert for a medical situation is with primary guidance from UPMC. With enhanced air-to-ground communication capabilities that include the availability of broadband Internet connection and the introduction of specifically designed aviation medical devices, passengers will benefit from upgraded technology and telemedicine in the future. For the latest in airline industry information, the updated Air Transport Association website is an excellent reference.

American Airlines Unveils a New Look

 

 

Courtesy American Airlines

American Airlines has unveiled a new look that features brighter colors and an updated design.

 

Even as it tries to emerge from bankruptcy and eyes a possible merger with US Airways, American Airlines is busy with a new project: a face lift.
 
The carrier unveiled its first new logo and aircraft livery in decades on Thursday, with brighter colors, an “updated eagle” peeking out from a ribbon, a more contemporary font and bold red-white-and-blue stripes for its fleet’s tails.
 
After ordering hundreds of new planes, this is the latest step in the carrier’s quest to create a more modern travel experience for its passengers, the company said in a statement.
 
"Since placing our landmark aircraft order in July of 2011, we've been building anticipation toward a moment in time when the outside of our aircraft reflects the progress we've made to modernize our airline on the inside," said Tom Horton, American's Chairman and CEO.

Courtesy American Airlines

          

A close-up of the new American Airlines logo shows an eagle peeking out from a ribbon.

Fans of American’s bare aluminum design should know that the polished metal look was no longer an option for the newer planes, which feature composite materials that must be painted. So silver mica paint will maintain the carrier’s “silver heritage,” the company said.
 
Airline observers offered mixed reviews for the new design.
 
“Can’t say I love it,” noted Henry Harteveldt, a travel industry analyst with Hudson Crossing.
“The new livery isn’t very inspired. It reminds me of a Greyhound bus. They diminished the eagle, which has been a major icon in American’s identity since the 1930s. There’s also nothing wrong with American’s current identity. It is classic, like a Chanel suit. It is timeless.”
 
Harteveldt also pointed out that the tail has 11 red and white stripes, which he found ironic since American Airlines is in Chapter 11 bankruptcy.
 
But other observers said the new look had some nice touches.
 
“I think it’s going to grow on people,” said Robert W. Mann Jr., an airline industry analyst who worked for American in the 1970s and ‘80s.
 
“It’s something to build on. They’re trying to build a future for the airline, for the brand, and I think this is a good platform for it.”
 
David Parker Brown, editor and founder of AirlineReporter.com, was also a fan.
 
“I felt that American’s old livery was getting a little aged,” Brown said. “For aviation fans who follow the airline business, it’s very common that a big change like this is not very well received. But with additional time, more people come around.”
 
The big question now is: does the new look even matter? American Airlines has endured months of negative headlines and passenger frustration over issues that have included tensions with its pilot union, flight delays and rows of seats coming loose on flights.
 
The new look isn’t a solution to any of American’s problems, Harteveldt said. Moreover, he was puzzled that the carrier would unveil a new livery ahead of a possible merger with US Airways.
“I think American should have simply maintained the existing identity until the airline status regarding the merger is determined and then made sure that American’s new leadership is on board with this. Because what happens if there’s a new leader who says, I don’t like this?” Harteveldt said.

He also found it insensitive of American to make the announcement within hours of the Federal Aviation Administration grounding all Boeing 787 planes operated by U.S. carriers.
Harteveldt praised the carrier for improving its international business class product and making other upgrades, but said the new look will not boost the image of American among fliers.
 
“What will make a difference to the traveling public will be the airline’s on time performance, the customer service that they receive, the quality of the passenger experience,” he said. “This isn’t going to change the fact that legroom is tight.”

As US Airways Plans a Sixth Merger, Ed Colodny Recalls the First Four

·1

By Ted Reed12/24/12 - 06:05 AM EST

 

CHARLOTTE, N.C. (TheStreet) -- Ed Colodny knows mergers, particularly mergers involving US Airways(LCC_). As head of USAir from 1975 to 1991, he presided over four of them and considered a half dozen more.

"Putting together any merger is difficult," said Colodny, who is 86 years old and sharp as a tack, in an interview. "When you have large organizations like this, it's (hard) to try and figure out where the future is going to be."

"Mergers work best when one (carrier) is weak and one is strong and the weak one appreciates being bought up so they can all survive," he added. "Merging two strong airlines is inherently a culture clash, particularly at the top."

Nevertheless, Colodny said the impending merger between US Airways and American(AAMRQ.PK) will "probably be a great combination if it does occur -- just don't expect (a successful integration) to happen in six weeks or six months."

"American has a very proud heritage going back to its earliest days, and US Airways is equally proud if not more so," he said. "It had to come up the hard way because it did not start out as one of the chosen trunk airlines; it was a small regional carrier."

Colodny joined US Airways-predecessor Allegheny, previously called All American Airways, as its first staff attorney in 1957. The carrier had begun flying passengers in 1949. It was based at National Airport and had routes from Washington north to Buffalo and west to Pittsburgh.

Colodny was deeply involved in four mergers starting in 1967, when Allegheny merged with Indianapolis-based Lake Central Airlines. At the time, the Civil Aeronautics Board encouraged mergers to reduce subsidies. "Lake Central was the easiest, a friendly deal with few problems," he said. In 1971, Allegheny merged with Utica, N.Y. -based Mohawk Airlines. "Mohawk was in trouble and the banks forced it into a merger," he said. "It worked out fairly easily."

In 1987, USAir bought PSA. "That worked out easily too," Colodny said. "They wanted to do it. But from a cultural standpoint, there were differences, and when we took the smile off the PSA planes, there were screams up and down the West Coast."

The fourth and best-remembered USAir merger came in 1987 with Piedmont Airlines. Today, it is often cited as an example of an extreme case of corporate culture clash. As Jerry Orr, director of Charlotte Douglas International Airport, once said: "When you buy somebody, you ought to save the good parts and throw away the bad parts, but USAir did the opposite." Orr added: "They thought the sun rose and set in Pittsburgh."

Colodny said the merger was not so bad, despite the challenge of merging two successful airlines. "There was a very proud group of employees and managers at Piedmont," he said. "They had built a wonderful airline and they weren't anxious to lose their identity. As with many things, there was emotional resistance, and they thought US Air people were imposing USAir operating policies on their systems.

"But it did come together," he said. "When we merged with Piedmont we doubled the size of the airline and Charlotte became a wonderful hub."

Still, leadership conflicts simmered. A few years before the buyout, USAir had sought a friendly merger. "It fell apart largely over the issue of leadership," Colodny said. At the time, Bill Howard was Piedmont CEO. "I was willing to let Bill be CEO first for a couple of years, but then, at 65, he would retire and become chairman and I would take over as CEO. But he claimed he had a deal with his board to be CEO until he was 67. I said 'I am sorry, I can't buy that deal' and we walked away from each other." When US Air acquired Piedmont, Howard left. Recalled Colodny: "I would not say we parted on lovey-dovey terms."

Additionally, Colodny said, a dispute with the International Association of Machinists made it difficult to merge work forces. And one other thing: a small, Phoenix-based airline slowed things down. The airline was America West, and CEO Ed Beauvais thought he could obtain slots at Washington National as part of a merger divestiture. "He went to court to try to break up the merger," Colodny said: "It caused a delay; we lost over a year. That particularly hurt the Piedmont operation because management people started to defect."

Now the America West people, who have run US Airways ever since a 2005 merger, have more slots at Washington National than they ever dreamed of. They also have bigger fish to fry.

 

Delta Air Gets 22,000 Applications for 300 Attendant Jobs

 By Mary Schlangenstein - Dec 21, 2012 2:17 PM MT.

Delta Air Lines Inc. (DAL), the world’s second-largest carrier, received 22,000 applications for about 300 flight attendant jobs in the first week after posting the positions outside the company.

“We’re hunting for foreign-language speakers as we continue to expand to all points around the globe,” Richard Anderson, chief executive officer of Delta Air Lines Inc. said. Photographer: Chris Rank/Bloomberg
.
The applications arrived at a rate of two per minute, Chief Executive Officer Richard Anderson told workers in a weekly recorded message. Applicants will be interviewed in January and those hired will begin flying in June, for the peak travel season.

“We’re hunting for foreign-language speakers as we continue to expand to all points around the globe,” Anderson said. “We are experiencing a phenomenal response to the job posting.”

Delta’s applicant rush reflects the demand for jobs amid a 7.9 percent U.S. unemployment rate and the interest in an industry where flight privileges are a prized employee benefit. The Atlanta-based carrier received 100,000 applications for 1,000 jobs when it last hired flight attendants in October 2010.

While Anderson put the number of positions in the latest round of hiring at about 300, Betsy Talton, a spokeswoman, said it could reach 400. As many as 30 percent will speak languages including Japanese, Hindi, Mandarin and Portuguese, she said.

Delta has said it plans to develop Seattle into a U.S. West Coast gateway for flights to Asia, adding service to Tokyo’s Haneda airport and to Shanghai. In October, the Atlanta-based airline said it would add flights between Paris and 11 U.S. cities in 2013.

US Airways Group Inc. (LCC) attracted 14,000 applicants when it hired 420 attendants in December of that year.
 
Airline Employment

U.S. passenger airlines employed 384,310 workers in October, down 1.3 percent from a year earlier, the U.S. Transportation Department’s Bureau of Transportation Statistics said in a report today. The total for October, the latest month for which government statistics are available, was the lowest since May 2011, the agency said.

Five so-called network airlines that include Delta and United Continental Holdings Inc. employ two-thirds of the total workers. They reported 1.4 percent fewer full-time equivalent employees in October from a year earlier.

Low-cost carriers such as Southwest Airlines Co. and JetBlue Airways Corp. reported a 1.6 percent increase, BTS said.

Delta fell 0.7 percent to $11.86 at the close in New York as most other members of the Bloomberg U.S. Airlines Index (BUSAIRL) also declined. The shares have risen 47 percent this year.

To contact the reporter on this story: Mary Schlangenstein in Dallas at maryc.s@bloomberg.net
To contact the editor responsible for this story: Ed Dufner at edufner@bloomberg.net

9 easy ways to make a flight attendant go insane

An anonymous airline crew member lets rip on passengers' most annoying habits

 

Sure, she's smiling now. But just wait till you try and go to the toilet when the seat belt light is on. (File photo)I’ve been working for a well-known commercial airline in Asia for a few years now. On a good day, it’s a five-star hotel in Shanghai, shopping in Paris or winning a game of roulette in Las Vegas. On a bad one, it’s emergency landings, 12-hour long delays and an endless stream of obnoxious/annoying passengers.

 

Don’t let our svelte figures, exquisitely tailored uniforms and perfect smiles fool you. You do not want to get on the bad side of the person who serves you food, brings you drinks and keeps you safe when you’re stuck in a tin can flying at 35,000 feet.

 

I’ve put together a list of the nine things that really get under a flight attendant’s skin. Worst of all these crimes against aviation are so common sense -- yet they happen on every single flight.

1. Adopt an 'I paid for my ticket so I can whine all I like' attitude

“My seat is too small.”

“The flight is delayed.”

“The coffee is too hot.”

“The tea tastes weird.“

"The airplane is ugly.”

 

Stop it right there! I’m sorry your bottom is too big for the seat. Next time upgrade to first class.

And you know what? The plane is delayed because your fellow passenger couldn’t decide which bottle of vodka he wanted to buy at the duty free shop, so he was 30 minutes late to the gate.

Keep complaining and your next drink will be a gin and tonic stirred with a high heel.

 

2. Play it like Nintendo

Unless it's an emergency, for the sake of all flight attendants worldwide, just pretend that little call button doesn't exist. Just keep on pumping that flight attendant call button. Mario & Luigi aren’t coming to rescue you but the angry King Bowser will.

According to international regulations, one flight attendant is responsible for up to 50 passengers. This means that, worst-case scenario, the cabin crew could be giving someone CPR or delivering a baby while you or your precocious little darling is jamming on that button.

Here’s my advice: just get up and walk to the nearest galley and ask for what you need. Stretching your legs, getting up and walking around the cabin may even help prevent complications such as blood clots, cold feet and the breakdown of your skin.

 

3. Pretend you’re in a restaurant

“Today, we have beef steak with lemon grass and barbecue pork with Japanese rice. Which would you prefer?” asks the beautiful flight attendant.

The man turns to her and says, “I’ll have fish. Do you have fish? I want fish. I can’t eat anything else but fish.”

First of all, a galley on a plane is not a kitchen. We do not cook.

Here’s how to get your fish: send the request when your book your flight if you wish to have a specific meal.

4. Ask unintelligent questions

The dreaded glass of mystery liquid. Also known as water.When faced with a glass full of dark water with bubbles and ice, what do you think it is? That’s correct, it’s cola. How about that clear liquid? Yes, that’s water.

Let’s imagine the whole row is asking these mundane questions, even though they are sitting next to each other. After being asked by around 50-plus people, I am eventually so depressed I just stop answering.

A passenger once even asked me if we had iPads on board. I was speechless.

5. Laugh and whisper

Talking behind someone’s back is rude. It’s even ruder to look at someone and laugh in their face, and then whisper/giggle to the person beside you in your own language.

Last time that happened, I accidentally parked a drink cart in front of the restroom and trapped that funny man inside. Karma comes fast.

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6. Talk on the phone after the plane has left the gate

"I'm pretending I didn't hear you tell me to switch off my electronic device as I think that whole 'communication interference' stuff is a load of poppycock."Not turning your phone off is a surefire way to make the cabin crew go berserk. I have to admit, I take great pleasure in yelling at people to switch off their phones. I make a really serious face, then point at the phone and say “OFF NOW.”

 

The fact is: communicating with the control tower is difficult enough. Pilots aren’t sitting there chit chatting about fashion or pop stars. They are trying to take off and not get struck by another plane that might be landing seconds later, all while your phone’s signal is potentially interfering with communications.

7. Be an irresponsible parent

A young mother once asked me put some coffee creamer in her baby’s bottle. Really. For your information: formula can be carried onto the plane with you.

Meanwhile, some parents assume flight attendants will happily babysit their kids for them while they do something else, like nap or watch a movie.

That’s not in my job description. Not every flight attendant loves children. Babysitting you is already hard enough.

8. Complain that your bags are too heavy

Flight attendants are happy to close the overhead bins. Cramming things into them is another story. (File photo)You came all the way from home, dragged your bags down the stairs to the door, put them in the trunk of the car, drove all the way to the airport, dragged them through security and all the way to your seat.

Suddenly, the bags are too heavy for you to put into the overhead compartment by yourself.

Passengers don’t realize that flight attendants don’t get compensated for any injuries that come of this common situation. The deal is: you brought it, shove up there yourself or we throw it out the door and under the plane.

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9. Ignore the seat belt sign

“When the seat belt sign is on, please take your seat and fasten your seat belt.”

Pretty obvious, isn’t it?

Yet on every single flight there will be people getting up to go to the washroom when the seat belt sign is on. This is somewhat understandable -- if you’re about to wet your seat. Or worse.

And then there are the passengers who just want to walk around and talk to people.

When the sign is on during takeoff, landing or during turbulence, it’s very dangerous to be wandering off. Your face could be smashed into the sink or another passenger’s head.

6 in-flight myths, busted

Why do you always get sick on a flight? Why do we "brace?" Why do flight attendants talk like that? We have the answers

By Jane Leung 5 January, 2012

 

From the moment you enter an aircraft you are pummeled with instructions: turn your phone off, put your window blind up, put your seat upright, eat this slop.

How often do you stop to question why?
Airlines aren’t trying to make travel painful. There’s a good reason for nearly every in-flight burden.

She, and flight attendants, know how to make you listen.

1. Why flight attendants talk like cyborgs

Myth: Flight attendants are bossy robots.
Fact: Flight attendants need you to listen and cooperate.
Does your flight attendant remind you of “Seven of Nine” from “Star Trek -- Voyager”? Flight attendants often take on the hot Borg’s direct and robotic demeanor to make passengers listen.
They “will go ahead and put your seat in the up-right position” and they’re going to “need you to take your seat.”
A recently published article at Forbes, written by staffer Jeff Bercovici, took an inquisitive look at the assertive vocabulary used by flight attendants.
The article found that the extraneous words like “will go ahead” are linguistic techniques to catch the passenger’s attention early in a sentence so the request doesn’t have to be repeated, which is especially handy in an emergency.


"I'll just make do for the last 30 minutes."

2. Why we open window blinds and put seats upright

Myth: We do this to “reset” the plane for the next round of passengers.
Fact: It's a subtle safety feature. Pulling up the blinds makes us alert to potential hazards.
Elin Wong, corporate communications manager for Cathay Pacific, explains, “We ask all passengers to pull up the window shelf before landing, so that any abnormalities outside the aircraft can be duly observed by the cabin crew or passengers and be reported to the cockpit crew if necessary.”
As for that stiff 90-degree seated incline, it's all about reducing impact. A former Air Canada flight attendant tells us that shifting those few centimeters forward reduces the distance from your head to the seat in front of you.
It also makes it easier for the passenger behind to evacuate.


That arm rest is dirtier than what's going through that mask.

3. Why we get sick from planes

Myth: Re-circulated air in a plane makes us sick.
Fact: Re-circulated air is actually very sanitary; we get sick from what we touch.
According to Boeing, cabin air is constantly being replaced by pressurized fresh air from outside. That air also passes through filters that remove 99.97 percent of any airborne pathogens like bacteria and viruses.
But frequently used surfaces like tray tables, pillows, seat arms, seats, toilets and sinks are less sanitary, often contacted by hundreds of passengers in a single day.
Popular science and technology blog iO9 consulted microbiology experts who explained that one toilet per 50 passengers is a far more likely reason you'll fall ill than the air.
The answer -- don't bother with the facial mask, opt for disinfectant wipes and hand sanitizer instead.
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Silence makes the taste grow fonder.

4. Why airline food tastes bad

Myth: Airline food is disgusting because it's cheap and pre-processed.
Fact: Airline food actually tastes OK; it's the noise from the engine that distracts us.
It’s hard to comprehend at first, but the University of Manchester research article, “Effect of background noise on food perception” published by the BBC, reported that if background noise is too loud, it might draw attention away from the taste of food and towards the noise.
In the article, researcher Andy Woods fed various foods to people while they were listening to nothing or noise through headphones. He found that noisy conditions caused the subjects' perception of saltiness and sweetness to lower, and their perception of crunchiness to increase.
So the loud and constant noise from an aircraft's engines could have the same effect, he explains.


A proven position for injury minimization.

5. Why we brace during an emergency

Myth: We brace to make us feel like we have a chance of surviving; we brace to ensure we are still and calm during an emergency; we brace to preserve our dental records so coroners can identify us after a crash.
Fact: The Australian Government Civil Aviation Safety Authority clarifies, “It has been proven that passengers who assume the brace position sustain substantially less serious injuries than other passengers.”
Furthermore, the Federal Aviation Administration regulatory guideline says bracing is meant to reduce secondary impact, by positioning the body (particularly the head) against the surface it would strike during impact.
The other reason to brace is to reduce flailing around. And we all know that flailing -- in any situation -- will get you hurt.


"Words With Friends" can get you, and your airline, into trouble.

6. Why we turn off cell phones

Myth: Cell phone signals interefere with aircraft electronics.
Fact: Airlines are adhering to aviation guidelines that restrict the use of personal electronic devices (PEDs), even though evidence that they interfere with aircraft systems is lacking.
Airlines aren’t actually 100 percent sure that phones will interfere with aircraft systems. After all, a recent study claimed nearly 6.5 million people in 12 months left their phones on while they flew in and out of the United Kingdom without any problems.

But most aviation authorities, such as the Federal Aviation Administration (FAA), prohibit the use of cell phones and other PEDs unless it can be proved they definitely do not interfere.
To get approval to use a mobile, the airline would have to test every single model of phone with every single model of aircraft to make sure it doesn’t interfere with both the plane and ground networks -- which would be just a little too time consuming and expensive.
It's far easier just to ask people to turn their phones off.

More Things Your Flight Attendant Won’t Tell You

Flight attendants reveal their pet peeves and share travel etiquette tips.

By Michelle Crouch

1. Do not poke or grab me. I mean it. No one likes to be poked, but it’s even worse on the plane because you’re sitting down and we’re not, so it’s usually in a very personal area. You would never grab a waitress if you wanted ketchup or a fork, would you?



2. We’re not just being lazy. Our rules really say we aren’t allowed to lift your luggage into the overhead bin for you, though we can “assist.”


3. Is it that difficult to say hello and goodbye? We say it 300 times on every flight, and only about 40 people respond.


4. I don’t care if you want to be in the mile-high club, keep your clothes on. Who decided the mile-high club was something that everyone wants to do anyway? It’s cramped and dirty in those bathrooms.


5. If you hear us paging for a doctor or see us running around with oxygen, defibrillators and first aid kits, that’s not the right time to ask for a blanket or a Diet Coke.


6. The only place you are allowed to pee on the airplane is in the lavatory. Period.


7. Don’t ask us if it’s okay to use the lavatories on the ground. The answer is always yes. Do you think what goes into the toilet just dumps out onto the tarmac?


8. You really expect me to take your soggy Kleenex? Or your kid’s fully loaded diaper? I’ll be right back with gloves.


9. Sure, I don’t mind waiting while you scour the seatback pocket and the floor for candy wrappers and other garbage, then place them in my bag one by one. I only have 150 other passengers to serve.


10. I’m sorry it’s taking forever to get you a wheelchair, but that’s one thing you can’t blame the airline for. The wheelchair service is subcontracted to the cities we fly into, and it’s obviously not a top priority for many of them.

What Your Flight Attendant Won’t Tell You

By Michelle Crouch

1. Want to start off on the wrong foot with me?

Put your carry-on in a full overhead bin, leave it sticking out six inches, then take your seat at the window and wait for someone else (me!) to come along and solve the physics problem you just created.

2. Yes, passengers are incredibly rude...

but stealing a beer, cursing out passengers, and jumping out of a plane is not the way to handle it. You disarm an unruly passenger by introducing yourself, asking his name, and saying something like ‘I’ve been incredibly nice to you for three hours. Why are you treating me like this?’ Generally that gets the other passengers on your side—and sometimes they’ll even applaud.

3. We don't have a boyfriend in every city.

And our median age these days is 44.

4. An all-too-common scenario?

I hand you a cup of coffee and say, ‘Cream and sugar?’ You say, ‘What?’ I say, ‘Cream and sugar?’ You say, ‘What?’ Come on, people. What do you think we’re going to ask after we’ve handed you coffee? Your favorite color?

5. If you’re traveling with a small child and you keep hearing bells, bells, and more bells,

please look to see if it’s your child playing with the flight attendant call bell.

6. The lavatory door is not rocket science.

Just push.

7. If you have a baby, bring diapers.

If you’re diabetic, bring syringes. If you have high blood pressure, don’t forget your medication. That way, I’m not trying to make a diaper out of a sanitary pad and a pillowcase or asking over the intercom if someone has a spare inhaler.

8. Just in case you hadn’t noticed, there are other people on the airplane besides you.

 

So don’t clip your toenails, snore with wild abandon, or do any type of personal business under a blanket!

9. If you’re traveling overseas, do yourself a favor and bring a pen.

You would not believe how many people travel without one, and you need one to fill out the immigration forms. I carry some, but I can’t carry 200.

10. Passengers are always coming up to me and tattling on each other.

‘Can you tell him to put his seat up?’ ‘She won’t share the armrest.’ What am I, a preschool teacher?

11. I hate working flights to destinations like Vail and West Palm Beach.

 

The passengers all think they’re in first class even if they’re not. They don’t do what we ask. And the overhead bins are full of their mink coats.

12. Do you really have to go to the bathroom right now, while we’re wrestling a 250-pound food cart down the aisle?

You can’t wait 90 seconds for us to pass?

13. Is it that difficult to say hello and goodbye?

We say it 300 times on every flight, and only about 40 people respond

How NOT to Act When Flying

Published: Friday, 25 May 2012
1:11 PM ET By: Darren Booth


It seems like every week there's a news story about an airliner being diverted. Or someone being booted off a flight, due to questionable passenger behavior.

This week's examples include a US Airways [LCC 12.22 0.06 (+0.49%) ] jet that was diverted to Bangor, Maine because a passenger claimed she had a surgically implanted device. She handed a flight attendant a note, written in French, seeking help and stated that she had an object in her body that was out of her control, according to reports.


The other example was a woman being told she couldn't fly due to her "offensive attire." The T-shirt she was wearing read, "If I wanted the government in my womb, I’d f--- a senator." The expletive was fully spelled out and pro-choice, political sentiment aside, American Airlines denied her boarding. American's contract of carriage allowed them to refuse transport of the passenger since she was, “clothed in a manner that would cause discomfort or offense to other passengers.”




A little common sense goes a long way. But it seems many people need a reminder of how NOT to act on a plane. Here are a few tips.


Do NOT get drunk. This type of passenger makes the news most often, it seems, as it's the easiest way to make a fool of yourself. While having a cocktail before your flight may relax you, remember you're about board a flight and have a hundred or so other people around you. Flying should not be considered a party scene.


Do NOT curse at flight attendants. Being belligerent will get you no where and often can get you a one-way ticket off the airplane. I boarded a flight once where a passenger told the flight attendant to "F- off" when being asked to change seats. The captain decided the passenger wasn't fit to fly and booted her off the flight.


Do NOT allow your kids to act out. Traveling with children can be stressful for parents, but it's important to ensure their actions aren't causing discomfort to fellow passengers. Kicking seatbacks or climbing over seats should probably be restricted.


Do NOT attempt to get into the cockpit. As I type this there is breaking news a passenger aboard an American Airlines flight bound for Miami attempted to gain access to the flight deck. This is a sure fire way you'll find yourself in zip-tie handcuffs until authorities cart you away after landing.


Do NOT wear offensive clothing. I'm all for free speech, but there's a time and place for making a statement. Save it for a rally — airports and airplanes are not appropriate places to wear clothing with expletives written on them.


Do NOT mention the 'B-word'. No, I'm not talking about a female cow, but rather the b-o-m-b word. It has no place in conversation in this post-9/11 world.


Finally, if you're approached by authorities for any reason when flying, simply remain calm and answer their questions. I was stopped by two Federal Air Marshals last month for a totally harmless reason, but politely answered their questions and was on my way.