Heathrow's Terminal 5 is a Terrible Mess

Mountains of lost bags, canceled flights, frustrated travelers and a public relations fiasco

The dedicated website for Heathrow Airport's new Terminal 5 cooed into cyberspace, "At London Heathrow Terminal 5 we’ve created a natural, logical journey that’s so calm, you’ll flow through. It shouldn’t take long to get from Check-in to Departures. Transferring and arriving are just as simple and calm. Spend the time you save enjoying the excellent range of shops, cafes and restaurants. Or simply relax and be wowed by the world class architecture."

Instead, travelers using the new £4.3 billion ($8.7 billion) T5 were wowed by utter chaos that began almost as soon as the new facilitiy. In its first four days of operations, at least 250 British Airways flights were canceled, stranding thousands of passengers. At least 15,000 and perhaps 20,000 pieces of luggage that reportedly were not loaded onto the planes need to be "repratriated" to their owners who had, in fact, taken off while their bags were still on the ground. Computer problems were blamed.

In a story called "Flight Club at Heathrow T5," the Sun newspaper reported of a brawl among 30 baggage handlers. BA could be libel for compensation up to a stunning £5,000 per passenger, it was further reported. At the very least, the airline had to arrange for and pay for emergency accommodations for armies of stranded passengers. Image-conscious Brits are have a cow, and the tabloids are having a field day.

Long-haul flights were said to be operating close to schedule today (Sunday). Domestic (i.e., within the UK) flights and flights to the European continent have been most affected. "We are endeavoring to do everything we can to get the operation back to normal," said an unnamed but clearly beleaguered spokeswoman for British Airways. Of course. The airline claimed that 400 employees volunteered to work on Sunday to help with what the BBC described as "mountains of suitcases stacked up in the terminal after passengers were unable to reclaim them or were forced to fly on to their destinations without their luggage, and which the BBC continued "could take weeks to sort out."

The flying public will have to take their word for it, because BBC also said that "it had been banned from filming at the terminal, where hundreds of passengers were facing long delays. Sky News television also said it had been locked out." Go to the Telegraph's online story, scroll down to "In Pictures" and we wowed by the slide show of the mess.

Even when the chaos has been straightened out and T5 is humming as promised, Heathrow will remain an incredibly congested airport. It is the world's third-busiest airport (after Chicago/O'Hare and Atlanta/Hartsfield) and has just two runways, meaning that delays are endemic, even without a snafu like T5's opening days. In wisdom that matches US automakers' foresight, US-based Delta, Continental Airlines, Northwest and United began flights into London's chronically constripated Heathrow Airport on Mar. 30, even as their BA brethren were still struggling under mountains of luggage. At least the American carriers won't be using T5.

Addendum from the Monday, March 31, report in the Telegraph:

"The debacle, which is estimated to have cost BA £20 million already, will mean the airline has been forced to scrap more than 450 flights since the opening of the £4.3 billion Terminal last week. The chaos would have been even worse had the airline not decided to continue operating the bulk of its long-haul operation from Terminal 4."

European Airline Consolidation Continues

You can't tell the airlines without a scorecard anymore. Mergers, consolidations, bankruptcies, start-ups, alliances and code shares make the airline industry very confusing -- more so with each day's headlines. The US led the way, and Europe is recently followed.

In the US, airline consolidations go back a long way, but consolidation fever . The present Continental was forged from an agglomeration of old carriers such as the original Frontier, Eastern, People Express and New York Air. Merger fever, economies of scale, Wall Street paper moving and so on have essentially left us with United and its current partner, U.S. Airways (that long ago took over the old Mohawk and Allegheny and recently AmericaWest), Delta (including Northwest) and American (which absorbed TWA) -- plus fast-growing, customer-friendly Southwest that currently seems to be the smartest carrier in the American skies. Along the way, other legacy domestic carriers disappeared. Think Pan Am (which had previously absorbed National) and Braniff. And these are just the ones that came to mind.

Similar consolidations, mergers and takeovers have raked European flag carriers too, but there, things are dicier because national pride is emblazoned on fuselages that are hard for airlines to relinquish, even as they are in dire financial straits. A merger between Belgium's SABENA and the former Swissair imploded or exploded after the national airline of Switzerland not only had its own financial problems by mismanaged SABENA. Brussels Airlines rose from its ashes but is a shadow of its predecessor

Air France and KLM (above right) are part of the same Dutch-controlled operating group that also owns 25 percent of Alitalia. Lufthansa, Germany's airline, owns SWISS, which succeeded Swissair after that carrier's bankruptcy; is a large stakeholder in Brussels Airlines and could take it over completely by 2011; bought BMI, and has just announced their takeover of Austrian Airlines. I could make a tasteless joke about an Anchluss in the air, but let's pretend that I didn't. There's also talk that Lufthansa might buy or merge with SAS -- or something. Stay tuned.

Airlines Report Profits and Spend Millions on Mergers

The current cost of doing business as airlines consolidate

Repainting planes, merging headquarters, introducing new uniforms, ordering new stationary, integrating staffs....these are some of the issues that came to mind when airlines merge. Associated Press reported good news/bad news related to Republic Airways' takeover first of Midwest and then of Frontier last year. The good news was that second-quarter revenues grew by 113% to $683.3 million; the bad news is that income fell by 82%. Republic's merger-related costs were reportedly close to $20 million in items that hit the bottom line related to merger costs. "They ranged from $18.5 million of expenses related to the integration of the branded businesses and return of leased aircraft, $6.4 million in negative adjustments for fuel hedges and prior period fuel excise taxes; and a $5.2 million positive adjustment due to a reduction in lease obligations for Midwest aircraft and office facilities," according to AP, which also noted that Republic now owns Chautauqua Airlines, Frontier Airlines, Lynx Aviation, Midwest Airlines, Republic Airlines and Shuttle America.

Republic's numbers are small potatoes compared with the imminent Continental-United merger, which is expected to be consummated this fall.  According to an annotated report on Wikinvest.com, "For the second quarter of 2010, the company reported its first quarterly operating profit since 2007 of $430 million, an improvement of $751 million since year ago second quarter." Continental, meanwhile, Thursday posted second-quarter earnings of $233 million, reversing a similar loss of $213 million loss a year ago. Comparing revenues with profits is an apples-and-oranges mix, but those are the numbers that I found -- but in a sense, they do demonstrate the differences in scale. If Republic's merger costs were $20 million, imagine what the United-Continental union will cost. 

Merging or not, US carriers, which have been aggressively trimming costs, mothballing aircraft and charging passengers for formerly free services, are reporting second-quarter profits almost across the board. Three big legacy carriers -- Delta, United and US Airways -- among them earned a cool $1 billion in the second quart (April through June). At Alaska Airlines, JetBlue and Southwest, revenues also rose and black showed on balance sheets. Among the biggies, only AMR, American's parent company, bucked the trend ans was down compared with 2009.

With revenues rising and on the ledgers showing profits for the first time in three years, I still wonder how the cost of big mergers will impact the balance sheet, and down the road, whether more monopolistic merged companies will keep the money rolling in with continued add-ons. I don't know what the second-quarter revenues were, but in "Lawmakers Consider Taxing Airlines' Fees" regarding a Congressional hearing on these add-ons, the Wall Street Journal reported, "Airlines collected $1.3 billion from fees for checked baggage and reservation changes in the first three months of this year, a 13% increase over the same period in 2009, government data show."

Silly me. Why am I even asking the question. What will probably happen is that the add-ons will be locked in or perhaps even increased to help the airlines cover the merger costs and their top exectives' bonuses -- and the payment to law and accounting firms for effecting the mergers.

International Travel Is a Laughing Matter...

...in the eyes of a clever cartoonist

My friend and travel writer colleague Reed Glenn sent me the link to the New York Times' "Abstract City" and Christoph Niemann's "Red Eye," a spot-on pen-and-ink commentary on long-haul flights.I laughed till I cried as I was scrolling through the whole thing, so you might want to grab a tissue before you look at the whole thing. It gets better page by page. I may be walking a copyright tightrope by posting the opening page of his commentary here, but I'm treating it as if it were a short excerpt used as a quote from a longer article.

Aircraft-Bird Encounters Rise

One bird strike made headlines, but many occur -- including Denver

The surprise water landing of a US Airways plane in the Hudson River last January. Investigations revealed that a major bird strike had knocked out at least one engine. All 155 passengers and crew survived, with few injuries, and Captain Chesley "Sully" Sullenberger became an instant hero, making the talk-show circuit and landing a book contract. It turns out that the very aircraft the Sullenberger ditched in the frigid Hudson,

Associated Press reporter Michael J. Sniffen has been looking into bird strikes and has unearthed some amazing figures -- ones we don't generally think about when we fasten our seatbelts low and tight about ourselves and make sure that are seats and tray tables are in their full upright positions. Sniffen reported:

"Airplane collisions with birds or other animals have destroyed 28 aircraft
since 2000, with New York's Kennedy airport and Sacramento International
reporting the most incidents with serious damage, according to Federal Aviation
Administration data posted...The FAA list of wildlife strikes, published on the
Internet, details more than 89,000 incidents since 1990, costing 11 people their
lives. Most incidents were bird strikes, but deer and other animals have been
hit on runways, too.

"The situation seems to be getting worse: Airplane collisions with birds
have more than doubled at 13 major U.S. airports since 2000, including New
Orleans, Houston's Hobby, Kansas City, Orlando and Salt Lake City. Wildlife
experts say increasingly birds, particularly large ones like Canada geese, are
finding food and living near cities and airports year round rather than
migrating.

"The figures are known to be far from complete. Even the FAA estimates its
voluntary reporting system captures only 20 percent of wildlife strikes. The
agency, however, has refused for a decade to adopt a National Transportation
Safety Board recommendation to make the reports mandatory.

"...The Federal Aviation Administration says there were about 65,000 bird
strikes to civil aircraft in the United States from 1990 to 2005, or about one
for every 10,000 flights....air traffic control towers routinely
alert pilots if there are birds in the area."

Alysia Patterson filed a Denver-specific AP report, in which she recounted that DIA "led the nation in bird and wildlife strikes last year" -- 318 during the first 11 months of 2008. Of some comfort to passengers, Patterson was told by the FAA's Mike Fergus that DIA has "an aggressive wildlife mitigation program, [and] pilots are more aware of the problem and more apt to report a strike."

Whenever I've felt a jolt when taking off from or approaching DIA, I have assumed that it was turbulence of some sort. Next time, I'll speculate (to myself, not to my seatmate) that it might be due to a bird strike.

Emirates Orders More Boeing 777 Aircraft

Dubai-based airline expands its large Triple Seven fleet

Emirates Airlines, the Dubai-based, award-winning international carrier, has ordered 30 777-300ER aircraft to add to its 71 already on the books, of which 53 of this model are currently in service. The Triple Seven a long-range, wide-body airliner is the world's largest twinjet. Quite unsurprisingly, even before this latest $9.1 billion order, Emirates is the world’s largest operator of 777s. Plus, just last month, Emirates ordered 32 Airbus A380 planes.

The airline's strategy is to become a world-leading carrier and to establish Dubai as a central gateway to worldwide air travel. In all, Emirates already 86 777s (three 777-200s, six 777-200ERs, 10 7777-200LRs, 12 777-300s, 53-300ERs and two freighters, numbers that are mainly of interest to airline geeks. It operates the 777-300ER  in a three-class configuration with eight first class suites, 42 business class seats and 310 Economy class seats, plus offers an additional cargo payload of 20.1 tons. Oh yes, it also operates 79 Airbus A380s, 70 Airbus A350s and seven Boeing freighters.

I didn't do the math because I don't do math, but Emirates did and says that its fleet totals (or will total, I'm not sure which) 204 widebody aircraft worth more than $67 billion dollars. In a lousy year for world aviation and the global economy in general, Emirates Airline recently reported its 22nd year of profit, up 416 percent to close at $964 million dollars over its 2008-09 profits of $187 million dollars. I add this only because there has been so much whining among US and international legacy carriers that I find all this quite remarkable.  US gateways are New York, Houston, Los Angeles and San Francisco. Travel writer colleagues who flew Emirates not long ago to a meeting in Bangkok via Dubai reported favorably on the experience.

Free WiFi in the Air?

Are airlines contemplating free wireless access in the air?

There's speculation in the blogosphere, fueled by an AP report, that free WiFi might be coming soon. If it does, it will be the first free benefit in several years. As has been discuees here and eslwhere, add-on fees for what was once free have mushroomed in the last three years. Fees are now charged for food, checked bags, a preferred seat, blanket and pillow and on Spirit carry-on bags intended for the overhead to all but elite fliers, adding tens of millions of dollars to airlines' coffers.

Passengers seem to be drawing the line at paying for inflight wireless Internet connections, which are available on some flights for $4-$13. It seems that many are unwilling to pay for what is available for free on land, including at an increasing number of airports. According to the AP report, "Airlines have offered promotions, including some free service, to draw attention to their Wi-Fi. But experts say only about 10 percent of passengers on Web-enabled flights have taken advantage." United Airlines, for instance, offered free WiFi to transcontinenal passengers late last year.

The piece also quoted airline technology consultant Michael Planey as believing that "Wi-Fi will be free as early as mid-2011. But if airlines want to go that route, there's a catch: They still have to compensate the service provider, such as Aircell, whose Gogo Inflight Internet serves every major airline except Southwest."

Again according to the AP report, Planey thinks airlines airlines have a few options to cover the costs:

•Getting big companies like Google or Verizon to sponsor free Internet service. Those providers would make money through advertisements.
•Pay for some part of the service themselves and then use it to cut costs. For example, a flight attendant could use the inflight Wi-Fi to connect with reservations at the terminal and make new arrangements for passengers who missed a connecting flight.
•Airlines could arrange ways to get a commission when travelers buy things online.

Some experts feel that the discount carriers that already promote their policies of giving passengers more for less (e.g., AirTrans, JetBlue and Southwest), will be the first to offer free WiFi.

Welcome Airline Flexibility

A canceled United flight has a happy ending

Yesterday, I wrote about a decidedly unpleasant experience (not mine) that involved a stunningly unsympathetic and inflexible cabin crew that refused to permit an economy passenger with a "bathroom emergency" use the front-cabin lav. Today, I can report on a surprising example of airline flexibility that made a travel experience (mine) go more smoothly than I would have expected.

I am attending a conference in New York starting on Monday, and thought that while I was in this part of the country, I would squeeze in a visit to cousins in Maryland. I was flying United to Newark and intended to take Amtrak to Baltimore. I left Boulder in the snow and arrived at Denver International in the rain. When I checked in, I was told that my 10:55 flight had been canceled, but that there was another at 12:55, and was directed to the "cancelled flight" counter. I explained my plans and asked the counter agent if it would be possible to reroute me to Baltimore, which is where I was going.

In checking with her supervisor, she said that I had been rerouted "through Chicago -- tomorrow." Ohmygosh. How inconvenient! The supervisor approved my one-time courtesy itinerary change, without a fee,to a flight departing at 11:00 -- five minutes later than the original. It's not the kind of response I've gotten accustomed to at United, but I was really happy, especially when I arrived at BWI some three hours earlier than I anticipated. And....when I called Amtrak to cancel, they credited my charge card -- without penalty and no questions asked.

So thanks, United, and thanks, Amtrak.

Desperate Delta Flyer With Diarhhea Denied Biz Class Lav

And as the late Paul Harvey used to say, "And now for the rest of the story!"

"A man who says he desperately needed to use an airplane bathroom after eating something bad in Honduras faces a federal charge after being accused of twisting a flight attendant's arm to get to the lavatory," according to Associated Press dispatch.

Joao Correa, a coach class passenger on a Delta flight 406 on March 28, had a acute "bathroom emergency" With a beverage cart blocking the aisle, he claims that he asked if he could use the lavatory in business class, but was told that he couldn't, because Federal Aviation Administration policy "requires passengers on international flights to use the restroom in their seating class."

Increasingly desperate, Correa said that he ran for the business class lavatory but flight attendant Stephanie Scott put up her arm to block him. And here the story diverges. Correa says that grabbed her to keep his balance, while Scott claims that he grabbed it, pulled it down and twisted it. The Atlanta Journal Constitution reported that Scott called the captain who permitted Correa to use the business class bathroom -- presumably before it was too late.

When he was finished, Correa returned to his coach class seat, but the incident took a particularly nasty turn when the plane landed in Atlanta. Correa was arrested after the plane landed in Atlanta, charged with interfering with a flight crew, a felony, jailed for two nights and finally released on bond after appearing before a US magistrate.

The AJC quoted Correa as saying, “I’m devastated. I’m so traumatized emotionally. It’s been really, really hard on me. I’ve never had any event with the police in my life.” He is 43 years old, lives in Ohio with h is wife and two children and is a marketing manager with Philips Healthcare who had been a business trip to Central America.

The media reported that Delta spokeswoman Susan Elliott released a statement saying flight crews "do everything within the limits of the law to ensure the safety and security of our passengers."

The Consumerist, a website that didn't opt for delicacy or diplomacy, commented, "Had he [Correa] followed their [the crew's] instructions, Delta would have had an entire flight full of angry, complaining, and sickened passengers, along with quite likely a lawsuit from the man they forced to shit himself because they were too busy passing out drinks. Instead, Delta loses nothing, the TSA* continues to say this is in everyone's best interest, and Joao Correa is charged with a felony because he had diarrhea on an airplane." *The FAA actually, but the two agencies' initials are not germane to this unfortunate incident.

International Travel Trade Organization Weighs in on 'Unbundling'

Business travel trade reps press Congressional committee on hidden airline fees

I hardly ever simply post a press release, but this one from the Business Travel Coalition, founded in 1994 "to bring transparency to industry and government policies and practices so that customers can influence issues of strategic importance to their organizations" seems interesting enough to share it as it was released. My own comments, also in red italics, follow the text of the release.

Industry Survey Results Reveal Significant Concern Over Airline Unbundling Practices

U.S. DOT Rules Required To Protect Consumers, Managed Travel Programs

JULY 13, 2010, WASHINGTON, DC - Business Travel Coalition (BTC) today published results of a survey of 188 travel industry professionals from 11 countries, including corporate travel managers and travel agency executives, regarding airline product unbundling and ancillary fees. These survey results are being released ahead of a July 14 U.S. House Transportation Subcommittee on Aviation hearing regarding airline fees at which BTC is providing testimony.
The overriding message from survey participants is that ancillary fees are wrecking havoc on corporate managed travel programs and the U.S. Department of Transportation must, through it Notice of Proposed Rulemaking, require airlines to make add-on fee data easily accessible not only on their websites, but also to the travel agency channel through any GDS in which an airline has agreed to participate.

The following top-line results represent a sea change in thinking among travel industry professionals regarding government oversight in commercial air transportation:

• 100% of corporate travel managers indicated that unbundling and these extra fees have caused serious problems for their managed travel programs.

• 86% of travel managers believe that airlines, absent government regulation, will not make fair, adequate and readily accessible disclosure of their extra fees and charges so that travel managers and/or their TMCs can do comparison shopping of the all-in prices for air travel across carriers.

• 95% of travel managers support the proposal that the U.S. DOT require airlines to make ancillary fee data available and easily accessible to the travel agency channel through any GDS in which that airline has agreed to participate.

• 95% of travel managers do not support an airline distribution model wherein access to airfare and ancillary services content is available only on airlines’ websites, or through direct connections to multiple airlines’ inventory systems.

“Importantly, survey participants are business people who, as a general proposition, do not favor government intervention in a marketplace. However, as with BTC, who testified four times since 1999 against passenger rights legislation, these industry experts lived through 10 years of airline stonewalling and broken promises and finally realized that the airlines were never going to take extended tarmac delays seriously until made to do so, said BTC Chairman Kevin Mitchell. “Travel managers and travel agency executives do not want to wait 10 years, or even 1 more year to see if the airlines will properly disclose their ancillary fees in all channels in which they sell their products - and thus already make their published, but now incomplete, fares available, he continued.”

Here are sample comments from survey participants:

• “Determining the actual cost of transportation is now so difficult that we cannot help departments prepare travel budgets for the following year.”

• “The comparison of different providers’ options is difficult as there are all-inclusive, partly-inclusive, status-inclusive, non-inclusive prices. At the moment the extra services and fees are not available for total cost calculation in our preferred channel, the GDS.”

• “I can no longer manage costs as the fees are hidden. There is no way to determine if the traveler paid for baggage or upgraded to business class.”

• “Because airlines are not forthcoming with information, we cannot relay the true cost of an itinerary to the traveler.”

• “Many airlines want to hide these charges from buyers so that they can distort the real ticket cost in the GDS and other distribution channels.”

• “Many consumers still use their local travel agency as a resource for making travel arrangements, therefore, it is essential they have that all the information concerning ancillary fees available to them/and the consumer at the point of sale.”

• “All fee data should be made available to travel agents through their GDSs. All airlines should be required to provide full and fair disclosure by law.”

The bottom line is that represents of a business travel organization, which might be expected to be empathetic to the airline business, is very concerned over hidden fees and surprise add-ons. We individual travelers find ourselves paying all sorts of extras on top of our "bargain" fares, but for corporate travel, these surprises add up to a big debit on a company's balance sheet. (The release should read "wreaking havoc, not "wrecking havoc," but I'm splitting grammatical hairs over a very valid point made by an international trade group -- albeit one that I don't remember ever having heard about before.) Since Congress tends to listen to business much more than to us voters, I hope that this will make an impact that will help all of us who fly. Note: The end of the release also referenced an organization called the Consumer Travel Alliance’s "just-released analysis of hidden fees." 

Clipped-Wing Concorde May Head to Dubai

Grounded supersonic plane might be permanently parked in the Gulf region right near the QE2

I don't usually indulge in speculative news, but the headline, "Concorde jet may become tourist attraction," on a news-oriented UK travel blog called Travel House UK did intrigue me. According to Travel House which in turn cited The Times, "a consortium is reportedly bidding to turn one of British Airways’ seven remaining Concorde supersonic jets into a tourist attraction, while BA said it was mulling its options." If the supersonic plane travels to Dubai, it will literally be by slow boat, its wings removed in order to fit it onto a ship, presumably to pass through the Suez Canal.

The word from "a source close to the Dubai consortium" is the group would spend millions in whatever currency to restore the interior of the plane that is currently mothballed at Heathrow Airport in London. I never flew on the Concorde, alas, but I think I sort of saw the aircraft through thick hedges when driving to or from the airport. But I'm not sure. Britain's grounded Concorde fleet is dispersed around the country and open to visitors.

Four decades ago, the supersonic Concorde, a collaborative project between Great Britain and France, was herald as the future of air travel. Beginning in 1976, British Airways and Air France few them, mainly for elite transatlantic travel. Only 20 ever came off the assembly line in Toulouse, with six used for future developments for a future that didn't happen and 14 operated commercially and, safely until July 2000, when a crash Paris’s Charles de Gaulle airport that killed 113 people was the beginning of the end for all Concordes. British and French planes were all taken out of service in 2003. Crash or not, this SST would most likely not have survived the huge fuel cost run-up of 2008 and the global economic crisis that followed.

I wonder whether it will be considered a psychological blow to the Brits to have this plane parked under the palm trees on a fake island in a Persian Gulf state. At one point, there was talk of moving it from wherever it was behind the hedges to new Terminal 5 (T5), but if the Dubai plan comes to pass, the plane would be the second British transportation icon to end up on one of Dubai's artificial islands, along with the "QE2" which was moved there in order to repurpose it as floating luxury hotel there. However, according to recent reports, that project might also be in financial jeopardy and might also be opened just as a tourist attraction. Stay tuned.

Flying the WiFi Skies

Alaska Airlines testing inflight WiFi

Thanks to Harriet Baskas' post on her Stuck at the Airport blog, I now wish I were flying on Alaska Airlines soon -- or at least on the single Boeing 737-700 aircraft where inflight WiFi is being tested. I visualize myself writing blog posts, checking Email and even wandering around the Internet since security regulations no longer let passengers wander around planes. And I could do it for free during the test period, Baskas reports, in exchange for filling out a survey about the service. The airline is even sending out a daily Tweet indicating which routes the WiFi testcraft is flying -- not that it matters too much, because you're either on that plane or not.

Baskas recently wrote "Flying the WiFi Skies" for MSNBC.com on the baby steps the airline industry has taken thus for into the WiFi world aloft.

Airlines' Food Costs Are Pretty Low

Inflight food costs predictors of lousy inflight fare

No domestic airline spends as much as $9, per passenger, for inflight food, according to Cranky Flier's post today called "What Airlines Spend on Food." The post, which I recommended reading, included a government chart (below) tracking key carriers' per-passenger food expenditures over the last decade.

Of course, nine bucks, which is about what Alaska Airlines used to spend, bought more and/or better food a decade ago than six dollars or less does today. What is unclear from this chart is whether it includes both Coach and the First Class. Free food and adult beverages are still offered in the front of the plane, but in steerage, passengers have to buy food other than perhaps a tiny little bag of free pretzels or peanuts. We have been doing so for nearly a decade, since carriers curtailed than eliminated free meals and phased in food fort purchase.


"United Airlines used to spend $100 million a year on coach-cabin food when serving free meals, but now spends $20 million and brings in $20 million in revenue," according to a Wall Street Journal report last September called "Pie in the Sky? Upgrading Food in Coach." I knew that carriers were spending less and earning more on inflight food, but I had no idea how much.

Delta Offering Mileage Bonuses`

Delta + Northwest offer 2,500- to 50,000-mile bonuses on select flights

Flyers who play the mileage accumulation game are having a field day by flying the now-merged Delta and Northwest airlines' current bonus offers -- or by not flying at all but applying for an affiliated credit card. There are a few hoops to jump through, including online registration for each offer, and you do need to check the fine print. Thanks for Frequent Flyer Bonuses for the tip about these offers:

Transatlantic nonstop roundtrips between North America and Great Britain earn up to 50,000 bonus SkyMiles (BusinessElite/Business Class (fare classes, J,C,D,S and I on Delta-coded flights and J,C,I, and on Northwest-coded flights) and 25,000 bonus miles for paid Premium Economy Class (fare classes Y, B, M on Delta-coded flights and all Northwest-coded flights) to or from London (Heathrow or Gatwick), Manchester (MAN) or Edinburgh (EDI). Online registration is required), and then book online until June 30, 2009.

There don't seem to be a lot of strings attached to the new offer of 2,500 bonus SkyMiles on flights with Delta Northwest or their commuter partners Northwest Airlink (Mesaba, Pinnacle, and Compass) or Delta Connection. Online registration is required, and then bookonline online by June 4, 2009.

Up to Triple Elite Qualification Miles are being given for every Delta and Northwest flight through June 15, 2009. Premium fares (Delta fare classes J, C, D, S, I, F, A, Y, B and M) good toward Medallion qualification status. Discounted Economy fares (Delta fare classes H, Q and K) earn double miles Online registration is required, then book online until June 15, 2009.

Earn double SkyMiles by flying Delta or Northwest nonstop between Minneapolis (MSP) and Chicago O'Hare (ORD) or Chicago-Midway (MDW). Online registration is required, then book online until May 31, 2009.

Nonstop roundtrip travel between Cincinnati (CVG) and Atlanta (ATL) and Newark (EWR) , Baltimore (BWI), Philadelphia (PHL), Charlotte (CLT), Phoenix (PHX), Dallas/Fort Worth (DFW), San Diego (SAN), Denver (DEN), San Francisco (SFO), Kansas City (MCI), Seattle (SEA), Los Angeles (LAX), Washington National (DCA) or New York/LaGuardia (LGA) can earn up to 25,000 bonus miles if that make the entire series of five roundtrip flights, The first and second roundtrips net 3,000 each, the third 4,000, the fourth 5,000 and the fifth 10,000. Online registration is required, then book online.

And finally, sign up for the American Express platinum card affiliated with Delta and earn 20,000 SkyMiles, including 5,000 toward Medallion status.

Travel on Sale; Flight Delays Drop

With fewer flights and fewer airline passengers, flight delays are down too -- but not by much

Anyone with the time and money to travel can reap the benefits of lower prices, frequent fare sales and discounts, discounts, discounts and, did I mention?, discounts. This reduction in both passengers and scheduled flights meant fewer airline delays in 2008 than in '07, according to a new report by George Mason University's Center for Air Transportation Systems Research. Academic types have gathered data to tell frequent flyers what we already know: air travel might be getting cheaper, but in many respects, the experience still, well, sucks.

The center calculated that airline passengers experienced delays totaling 299 million hours (34,000 years!) in 2008, which roughly translates to an annual cost of $8.2 billion in lost productivity. If the center had also quantified the impact of slow-moving security lines and slow-arriving baggage, the lost productivity numbers would be even higher.

“While passenger trip delay numbers are improved, the structural issues with the air transportation system remain,” said Lance Sherry, an associate professor at George Mason University and author of the report. “The reduction of flights should have taken some pressure off of the system. This did not happen."

According to Sherry, the average delay was down only two minutes for an average delay of 29 minutes. Twenty-nine or 31 minutes on anybody's watch is a half-hour delay. "Disruptions" seem to be worse than mere "delays." Dishearteningly for anyone heading for the airport, for the last two years, one-quarter of passengers experienced a travel disruption. In 2008 disruptions averaged "only" 108 minutes; in 2007, it was 112 minutes. The glimmer of good news is that this represents a 10 overall percent decrease in delays compared to 2007.

Contributing to the problems were that airlines reduced the number of flights by 6 percent and also switched to smaller, less expensive aircraft flying less frequently, according to Sherry. "The airlines cut the least profitable flights that operate at off-peak times of the day. Eliminating these flights did little to trim delays for the profitable flights that are still over scheduled in the peak hours at the major airports...Fewer flights were cancelled in 2008, but those passengers also had fewer rescheduling options because of the reduced frequency of flights and fully booked flights."

The fewest trip delays were experienced on Hawaiian Airlines, Southwest Airlines and Frontier Airlines, all with an average of 10 minutes or less. Passengers endured the most trip delays on American Airlines, with an average delay of 31 minutes.

For the third consecutive year, passengers experienced an average of trip delays of more than 30 minutes at New York's three airports: Newark, LaGuardia and JFK, and also at Chicago's O'Hare, Dallas/Fort Worth and Boston's Logan . Of the nation's busiest 35 airports the fewest delays were at Salt Lake City, Honolulu, Baltimore/Washington, Phoenix Sky Harbor and Chicago's Midway.

If you want to delve deep into the data, you can see the U.S. Airline Passenger Trip Delay Report online.

Aeromexico Returns to Loreto

Travel to Baja to become easier again


Travel interests have in Baja California Sur have evidently provided enough guarantees to persuade Aeromexico to reinstate service to Loreto starting July 2 with expected daily jet service from San Diego and Mexico City. More than 30 years ago, Loreto was one of five destinations selected for major development by the Mexican government, which funds the basic infrastructure to lure private investors. Then, the anticipated development was straight tourism, but now residential communities for retiring baby boomers are also a big Loreto. A year ago, five carriers served Loreto, but with the economic meltdown, only Alaska Airlines remains with four flights a week. The restored Aeromexico service will make this pleasant, low-key part of Baja more accessible for visitors too.

United Ceases E-Mail Fare Alerts

Shift in cyber-promotion in the air as United discontinues E-Fare alerts

Even if no one else loves me enough to send me an E-mail, I have been able to count on fare alerts from United and Frontier, which between them operate a lion's share of the flights at Denver International Airport. Now comes word that United is dropping its weekly E-Fare updates for special weekend fares and other offers. United's E-Fares will still be posted twice a week on united.com (Tuesday and Friday) in the websites News and Deals section or Special E-Fare Deals page. To make them easier to find, United's websters show these fares in blue and highlight them with stars. I'm not sure whether or not I'll miss United's E-Fare blasts, but at least I'll know that Frontier still loves me enough to write.

Airlines Reinvent International Travel -- Again

Fewer transoceanic flights, but improved front-cabin amenities

In the heady years that are now over, profit jets and, of course, first and business class cabins on commercial airliners were cash cows for carriers. Then fuel prices sored, air fares went through the roof and the whole airline picture changed. Fuel prices are down now, but so is the global economy, and airlines are still trying to tinker their way to profitability.

According to Associated Press and other reports, US carriers are cutting flights on their transatlantic and transpacific routes but some are upgrading seats and other amenities. Delta is cutting its international service by 10 percent, restructuring some routes to seasonal service and upping flights to Latin America while eliminating unprofitable routes across the Atlantic and Pacific. United has already shaved its international schedule by 15 percent -- but happily is reviving its Denver-London nonstop for spring and summer tourist season. American is cutting international services by 2 1/2 percent, and Continental is decreasing its international capacity by 7 percent.

Some airlines including United and Air France are among the carriers that are trying to retain what premium business there is by installing more comfortable seats, better inflight entertainment and sometimes enhanced ground services. Air France, especially, has raised the bar. It introduced curb-to-plane airport concierge service to ease the first-class passengers' departure. Its phenomenal inflight entertainment choices include 55 films, on-demand television and 116 hours of recorded music. The reopened Terminal 2E at Charles De Gaulle Airport (CDG) is dedicated to all US flights. In all classes of service, the carrier has introduced flexible business/leisure fares ("bleisure," the call it) with no Paris stopover penalties and enhanced what it calls "the French touch" in food and beverage service. Et finalement, Air France has introduced a premium-economy-style class that combines the comfortable seating of business class and the service found in economy -- which of course, includes complimentary French champagne and wine.

West Bank/Palestine Travels, Day 1

Holy Land media visit starts with a long travel day

At Denver International Airport, I saw the controversial statue of Horus (below), a complicated ancient Egyptian god whose statue has been placed right outside the main terminal in honor of the upcoming King Tut exhibition at the Denver Art Muesum. I'm missing the media preview this week.

Easy flight to Newark, long layover and then comfy transatlantic flight. I used miles and money to upgrade to Continental's Business/First for the long overnight flight to Tel Aviv.

Arrived in Tel Aviv, met group at airport and boarded bus driven by "Captain" Samr and listened to intro to the Palestinian Territories by Samir Bahbah (below) of the Arab Tour Guides Association. His story exemplifies the complexities of this area. He is a Catholic by religion, Palestinian by nationality and Arab by ethnicity. He grew up and lives in East Jerusalem, so he has a Jordanian passport yet is an Israeli citizen who cannot vote and does not have to serve in the Army. 

Our bus traveled through the outskirts of Jeruslem and the first of many security checkpoints we would encounrter and directly into Bethlehem and checked into the Jacir Palace Intercontinental Hotel (below, top image), a luxury hotel affixed to an opulent villa on the oturskirts of the city. My room (below, bottom) is comfortable but not lavish, yet the public spaces in the old mansion are exceptionally atmospheric. When I went to open my bag, the TSA-compliant lock was gone and the loop on the zipper pull where the lock fit through was broken. Too much time in Newark -- or or likely something at the airport here, where enthsiastic Israeli security agents don't bother with the device that opens TSA-complient locks? I'll never know, but now, I guess that I'll have to carry my netbook with me everywhere.

Light buffet dinner during this very low season.. A few of us went for a short walk, and then back to the hotel. Room is fine. Bedside table holds a New Testament in three languages (German, English, French) and a Koran in Arabic (below). It's been a long time since I've been in a hotel room with an ashtray! A liter of water was a nice consideration, because the tap water is not potable. Oh, how I wish they'd put a second bottle of water in my room.

And now, a good night.

Airline Passenger Trantrum Caught on Video

S--t sometimes happens with air travel -- and sometimes on the slopes. YouTube sees all!

I've been skiing Aspen/Snowmass with friends from east (New Jersey) and west (Australia) this week, and I'm glad that I live within driving distance. Steve was flying back to New Jersey on Wednesday. United canceled his Aspen-Denver flight (too much wind for the aircraft scheduled for this route or too low a load factor?) and re-routed him to Newark Airport via Los Angeles. I suspect he took it in resignation but good grace. Jim, Dee and Greg are scheduled to fly Aspen-Denver-Newark tomorrow. A big storm is bearing down on the Colorado Rockies. They were considering renting a car, but I suggested they ride back to Boulder with me today so that at least they'll be on the appropriate side of the Continental Divide. If the Aussies can't make it out tomorrow, I suspect they will also take it in their stride.

Not so an unidentified passenger who missed her Hong Kong-San Francisco flight on Cathay Pacific and proceeded to throw a tantrum at the airport. Of course, it was caught on video, and of course, it made its way to YouTube. You can see it by clicking here.

She is recognizable, if not yet identified. At least the the face of the skier who earlier this season was caught, literally with his pants down, dangling from a chairlift at Vail. Au contraire. Only his nearest and dearest could have recognized him, and YouTube has tactfully fuzzed out his butt crack, which you can see here. I feel sympathy mainly for his 10-year-old son who remained on the chair -- fully clothed. He'll be discussing this with his shrink in years to come. I hope that Dad has a sense of humor. As for the SFO-bound passenger, she should be ashamed of her childish behavior.

Vail apologized. SharpShooter Photography, whose off-duty photographer captured the chairlift moment, apologized. Cathay Pacific, one of whose agents captured the tantrum on video, apologized. But the incidents are still online for all to see -- and marvel at.