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mostlysignssomeportents · 6 months

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Why Millennials aren’t leaving Tiktok

I'm on tour with my new, nationally bestselling novel The Bezzle! Catch me TOMORROW NIGHT (Mar 22) in TORONTO, then SUNDAY (Mar 24) with LAURA POITRAS in NYC, then Anaheim, and more!

The news that Gen Z users have abandoned Tiktok in such numbers that the median Tiktoker is a Millennial (or someone even older) prompted commentators to dunk on Tiktok as uncool by dint of having lost its youthful sheen:

https://www.garbageday.email/p/tiktok-millennials-turns

But "why are Gen Z kids leaving Tiktok?" is the wrong question. The right question is, why aren't Millennials leaving Tiktok? After all, we are living through the enshittocene, the great enshittening, in which every platform gets monotonically, irreversibly worse over time, and Tiktok is no exception:

https://pluralistic.net/2023/01/21/potemkin-ai/#hey-guys

To understand why older users are stuck to Tiktok, we need to start with why younger users relentlessly seek out new platforms. To some extent, it's just down to youth's appetite for novelty, but that's only part of the story. To really understand why people come to – and leave – platforms, you have to understand switching costs.

"Switching costs" is the economists' term for everything you have to give up when you change products or services. Switching from Ios to Android probably means giving up a bunch of your apps and purchased media. Switching from an airline where you're a high-status frequent flier to another carrier means giving up on free checked bags and early boarding.

In an open market, rivals have lots of ways to lower these switching costs (it's an open secret that you can call an airline and say, "Hi, I'm a 33rd Order Mason on American Airlines, will you make me a Triple Platinum Diamond Sky-Baron if I switch to Delta?"). Of course, big incumbents hate this, and do everything they can to increase their switching costs, finding ways to impose high switching costs that punish disloyal consumers who have the temerity to go elsewhere.

With social media, lock-in comes for free, thanks to the "collective action problem." Getting people to agree on a given course of action is hard, and as you add more people to the picture, the problem gets harder. It's hard enough to get half a dozen people in your group-chat to agree on where to go for dinner or what board-game to play. But once you're reliant on a social media service to stay in touch with friends, relatives around the world, customers, communities (say, rare disease support groups), and coordination (like organizing your kid's little league car-pool), the problem becomes nearly insoluble. Maybe you can convince your overseas relatives to switch to a Signal group, but can you do the same for your small business's customers, or your old high-school pals?

https://pluralistic.net/2022/10/29/how-to-leave-dying-social-media-platforms/

Taken together, switching costs and collective action problems make platforms "sticky," and sticky platforms inevitably enshittify.

Platforms, after all, generate value. They connect end-users with each other (say, little league parents) and they connect end-users to business customers (you and your small business's customers). That value needs to be parceled out among end users, business customers, and the platform's shareholders. A platform can make life better for business customers at its end users' expense by increasing the number of ads (hello, Youtube!), and it can make life better for its shareholders at its business customers' expense by decreasing the share of ad revenue given to publishers or performers (oh, hello again, Youtube!).

From a platform's perspective, the ideal state is one in which end users and business customers get no value from the platform, because it's all being captured by the platform's shareholders. But if Youtube interrupted every 30 seconds of video for ten minutes of ads and paid the video creators nothing, both users and creators would ditch the platform – and advertisers would follow:

https://www.youtube.com/watch?v=Dab8sKg8Ko8

So platforms seek an equilibrium: "what is the least value we apportion to end-users and business customers without triggering their departure?" Maybe that means giving more value to end-users (for example, keeping Uber fares low by suppressing wages), or to business-customers (crowding more ads into your social media feed).

Every business – including brick-and-mortar, non-digitized ones – wants to find some kind of equilibrium between the value going to its suppliers, its customers and its owners, but digital businesses have an advantage here: digital systems are flexible in ways that analog, hard-goods businesses are not. Digital businesses can alter pricing, payouts and other dynamics from moment to moment – second to second – and make a different offer to every supplier and customer. They have a bunch of knobs, and they can twiddle them at will:

https://pluralistic.net/2023/02/19/twiddler/

Well, not quite at will. Businesses face constraints on their twiddling. If they get too greedy, users or business customers might weigh the cost of staying against the switching costs and decide it's not worth it. But the more expensive – the more painful – a platform can make leaving, the more pain they can inflict on the people who stay.

In other words, there's two ways to keep a customer or supplier's business: you can make a better service so they won't want to leave, or you can make leaving the service so painful that they stay even if you mistreat them.

There's three ways a digital company can make things worse for their customers and users without losing their business.

First, they can eliminate competition (think of Mark Zuckerberg buying Instagram to recapture the users who'd fled Facebook to escape his poor management):

https://pluralistic.net/2023/09/03/big-tech-cant-stop-telling-on-itself/

Second, they can capture their regulators and avoid punishment for trampling their suppliers' or users' legal rights (think of how Amazon has raised the price of everything we buy, both on- and off Amazon, through its "most favored nation" deals):

https://pluralistic.net/2023/04/25/greedflation/#commissar-bezos

Third, they can use IP law to prevent competitors from modifying their services to claw back some of that value (think of how Apple used legal threats to block an Android version of Imessage, blocking Apple customers from having private conversations that included non-Apple customers:

https://pluralistic.net/2024/01/12/youre-holding-it-wrong/#if-dishwashers-were-iphones

Companies can't just use this tricks at will, of course. Antitrust laws can block companies from making anticompetitve acquisitions or mergers. Regulators can punish companies for cheating their customers, workers and users. Technologists can come up with clever ways of modding or reconfiguring existing services with "interoperable" add-ons that let users bargain for better treatment by refusing to accept worse:

https://www.eff.org/deeplinks/2019/07/adblocking-how-about-nah

Day in, day out, the decision-makers at tech companies test these constraints, twisting the knobs that shift value away from users to shareholders. Their bosses and boards motivate them with "KPIs" that dangle the promise of huge bonuses and promotions for any manager who successfully enshittifies part of the company's products:

https://pluralistic.net/2023/07/28/microincentives-and-enshittification/

Decades of pro-corporate, pro-monopoly policy has loosened those knobs. 40 years of lax antitrust meant that companies had a lot of leeway to buy or merge with rivals – that's changing today, but it's tough sledding:

https://pluralistic.net/2023/07/14/making-good-trouble/#the-peoples-champion

As sectors grew more concentrated, they found it easier to capture their regulators, so that they no longer fear punishment for price-gouging, spying, or wage-theft, so applying the same amount of torque to the "break the law" knob cranks it a lot further:

https://pluralistic.net/2022/06/05/regulatory-capture/

Once you've captured your regulators, you can aim them at your competitors. A monopoly-friendly policy environment has transformed IP law into a bully's charter, allowing powerful companies to strangle would-be competitors who dare to offer their customers tools to shield themselves from enshittification, like scrapers, ad-blockers and alternative clients. Big companies can crank the enshittification knob all the way over and know that smaller rivals knobs won't turn at all:

https://pluralistic.net/2022/10/20/benevolent-dictators/#felony-contempt-of-business-model

At one point, bosses faced one more constraint on knob-twiddling: their workforce. Many tech workers genuinely cared about their users' welfare, something bosses encouraged as a sneaky trick to get techies to put in long hours without exercising their leverage by quitting rather than destroying their lives to meet arbitrary deadlines. These workers would fearlessly slap their bosses' hands when they reached for the enshittification knob, threatening to quit rather than allowing the products they'd given so much for to be enshittified. Today, after hundreds of thousands of tech layoffs, tech workers are far less like to challenge their bosses' right to twiddle, and far more likely to get fired if they try:

https://pluralistic.net/2023/09/10/the-proletarianization-of-tech-workers/

All this means that tech bosses don't have to change their approach at all, and yet, their services will grow steadily worse. The boss who twiddles the enshittification knob in exactly the same way as he did a year or a decade ago will find it turning much further, because his customers are locked into his platform, his regulators won't protect them, the same regulators will stop his competitors' attempts at countertwiddling, and his workers fear losing their jobs too much to speak up for their users.

That's the contagion that produced the enshittocene: the forces that constrained companies (competition, regulation, self-help and labor – all melted away, allowing every company's MBA-poisoned knob-twiddling leaders to shamelessly caress their knobs with every hour that God sends:

https://pluralistic.net/2024/01/30/go-nuts-meine-kerle/#ich-bin-ein-bratapfel

Which is why people want to leave platforms. When a platform loses its users, those users have weighed the switching costs against the pain of staying and decided that it's better to bear those costs than to stay.

So why have Tiktok's younger users found the costs too high to bear, and why have their elders remained stuck to the platform?

For that, we have to look at the unique characteristics of young people – characteristics that transcend the lazy cliche that kids are easily bored, fickle novelty-seekers who hop from one service to another with unquenchable restlessness.

Whether or not kids are novelty-seekers, they are, fundamentally, a disfavored minority. They want to do things that the platforms don't want them to do – like converse without being overheard by authority figures, including their parents and their schools (also: cops and future employers, though kids may not be thinking about them as much).

In other words, kids pay intrinsically lower switching costs than adults, because a platform will always do less for them than it will for grownups. This is a characteristic kids share with other supposedly technophilic, novelty-seeking "early adopters," from sex-workers to terrorists, from sexual minorities to trolls, from political dissidents to fascists. For those groups, the cost of mastering a new technology and assembling a community around it is always more likely to be worth bearing than it would be for people who are well-served by existing tools:

https://pluralistic.net/2022/06/21/early-adopters/#sex-tech

Pornographers didn't jump on home video because of its superiority as a medium for capturing flesh-tones. Home video was a good porn medium because it was easier to discreetly get into the hands of porn consumers, who could, in turn, discreetly view it. The audience for porn in the privacy of your living room is larger than the audience for porn that you can only watch if you're willing to be seen marching into a dirty movie theater.

Every new technology is popularized by a mix of disfavored groups and neophiles, who normalize and refine it – and yes, infuse it with their countercultural coolth – until it becomes easy enough to use to become mainstream. As more normies drift into the new system, the switching costs associated with leaving the old system declines. It gets easier and easier to find the people and services you want in the new realm, and harder and harder to find them in the old one.

This is why tech platforms have historically experienced sudden collapse: the platform that gets more valuable and harder to leave as it accumulates users gets less valuable and easier to leave as users depart:

https://www.zephoria.org/thoughts/archives/2022/12/05/what-if-failure-is-the-plan.html

If you're a Gen Z kid on Tiktok, you experience the same enshittification as your Millennial elders. But you also experience an additional cost to staying: as late-arriving adult authority figures become more fluent in the platform, they are more able to observe your use of it, and punish you for conduct that you used to get away with.

And if you're a Millennial who isn't leaving Tiktok, it's not just that you experience the same enshittification as those departing Gen Z kids – you also face higher switching costs if you go. The older you get, the more complex your social connections grow. A Gen Z kid in middle school doesn't have to worry about losing touch with their high-school buddies if they switch platforms (they haven't gone to high school yet – and they see their middle school friends in person all the time, giving them a side-channel to share information about who's leaving Tiktok and where they're headed to next). Middle-schoolers don't have to worry about coordinating little league car-pools or losing access to a rare disease support group.

In other words: younger people leave old platforms earlier because they have more to gain by leaving; and older people leave old platforms later because they have more to lose by leaving.

This is why Facebook is filled with Boomers. Yes, their kids bolted for the exits to avoid having their parents (or grandparents) wading into their sexual, social and professional lives. But the reason the Boomers were late joining younger users' Facebook exodus – or the reason they never joined it – is that they stand to lose more by going. Facebook deliberately cultivated this dynamic, for example, by creating a photo hosting service designed to entice users into uploading their family photos while disguising how hard it would be to take those photos with them if they left:

https://www.eff.org/deeplinks/2021/08/facebooks-secret-war-switching-costs

The irony here is that tech has intrinsically low switching costs. All other things being equal, a new platform can always build a bridge to ease the passage of users from the old one. There's no (technical) reason that moving to Mastodon, or Bluesky, or any other platform should mean cutting ties with the people who stayed behind.

A combination of voluntary interoperability (where old platforms offer APIs to allow new services to connect with them), mandatory interop (where governments force tech companies to offer APIs) and adversarial interop (where new companies hack together their own API with reverse-engineering, scraping, bots, and other guerrilla tactics) would hypothetically allow users to hop between networks as easily as you change phone carriers:

https://pluralistic.net/2022/12/19/better-failure/#let-my-tweeters-go

Tech platforms tend to offer APIs when they're getting started (to ease the inward passage of new users) then shut them down after they attain dominance (locking the door behind those users). The EU is tinkering with mandatory APIs through the Digital Markets Act (though bafflingly, they're starting with encrypted messaging rather than social media). Restoring adversarial interoperability will require extensive legal reform, which is getting started through Right to Repair laws:

https://www.techdirt.com/2024/03/13/oregon-passes-right-to-repair-law-apple-lobbied-to-kill/

The people who are stranded on social media platforms shouldn't be mistaken for uncool, aging technophobes. They're not stubborn, they're stranded. Like the elders who can't afford to leave a dying town after the factory shuts down and the young people move away, these people are locked in. They need help evacuating – a place to go and a path to get there.

Name your price for 18 of my DRM-free ebooks and support the Electronic Frontier Foundation with the Humble Cory Doctorow Bundle.

If you'd like an essay-formatted version of this post to read or share, here's a link to it on pluralistic.net, my surveillance-free, ad-free, tracker-free blog:

https://pluralistic.net/2024/03/21/involuntary-die-hards/#evacuate-the-platformsr

#pluralistic

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ladyceej · 3 months

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Reblog to Help with an Urgent Request

I know the world sucks right now, and I actually feel guilty for thinking that being super stressed about my parents is urgent, but I'm not sure what I'll do if I lose one of them, and I wasn't there for them. https://www.gofundme.com/f/support-familys-urgent-move-to-oregon

That there link is a link to a gofundme, for me, to drive my animals across Canada and down to Oregon. Because one of my animals is an elderly Ewe, I don't have any other options for transport. I did think I could get her on a plane, but she is too big for a 500 crate and that is the limit the airlines will let her be. Body of the gofundme discription: I am trying to move my family out of Alaska to take care of my parents down in Oregon. Both my parents are going through cancer treatments, and my father is having a rougher go with it than my mother. I would like to move closer to them so not only will they have myself and my spouse closer to them in case of the worst scenario of losing them both (which it hopefully won't come to), but to also help them as neither can do as much as they use to in home maintenance, and whatnot. I need to be there for them and I'm thousands of miles away. It's starting to seem that it doesn't matter how much overtime I take, my paychecks don't allow me to save past paying monthly bills. The main thing I need help with on moving, are my elderly animals and transportation.

My vehicle will need repairs before I can drive it down the Al/Can highway. I will need to add a tow bar to the back of it. I will need a small livestock trailer to transport my elderly ewe. To cross over Canada, they will all need health certificates from the vet. Lastly, I will need some travel crates for my dogs/cat. I've done most of my pricing from Facebook Market Place and Craigslist to do most of this 2nd hand.

I'm just very stressed and worried about my parents and how I can't seem to get any closer to this goal of moving. They had already built a place for the sheep in the past when we first talked about moving closer. Once there, I'll find new employment, and live with my parents, helping with their bills, but being able to save to hire movers to bring my belongings from storage down to Oregon. I just need help to get my family down there.

I've shared photos of my Dad from 2019 compared to photos of him now with close friends (I don't think he'd appreciate me sharing them on a reblogable public tumblr) and he's lost about 150 pounds, most of that in just the past year. But what I can share, is pictures of said animals.

This is Salt. She is 9 and has been a little lonely since our Ram, Dr. Livingston, passed away. She is the main reason this is such an expense. I'm not willing to give her to another person/farm that will likely turn her to mutton. I've had her since she was a lamb and we love her dearly.

Here are the Doggos, Diego (14), Romeo (13) and Pepper (11). They're all up there in age, and will need health certificates and their regular vet check ups. I also plan on getting them hard sided crates from facebook market place or craigslist so they have some privacy on the way down. Diego is special needs, and prefers to be left alone. Romeo has a history of singing along with the radio, so I think he'd be the biggest stresser for Diego and also for the last passenger:

Pumpkin is an 18 year old kitty. (Black cat in 2nd picture is Salem, who is no longer with us, I just really love that picture of them snuggling) She's a little grumpy and doesn't get along with Romeo and Pepper all that well. She ignores Diego and just tolerates the other two. She does get along pretty well with Salt though. So please pass this along. I really hope to get to my parents so I can help them out and hopefully not have to say goodbye over the phone.

#gofundme #donations #salt the sheep #sheep #dogs #shelties #calico cat #moving #road trip #please help

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bambamramfan · 8 months

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Scott Alexander just de-paywalled this piece, and I agreed enough with its perspectives and understanding of fantasy narratives that I wanted to make sure other people saw it.

But I disagreed enough that I wanted to spend a lot of time describing what it misses.

First off, he says "Each part of the fantasy universe has a load-bearing psychological function." Psychological, as a word, goes too far and is misleading here. Scott is entirely correct to look at these elements in functional terms: what do elves, and magic swords, and ancient civilizations DO to the narrative? And we find more enjoyable and memetic stories benefit from these functions, so we end up seeing them over and over again. But it's not a psychological need. It's not about the inner-workings of our mind, it's about the structure of stories that lets them flow well. It would be like saying that the fact that airlines list too-low ticket prices and recover it with hidden fees has a psychological basis, when it's more proximately caused by a broken market system.

For instance, one common fantasy trope Scott didn't mention, but is completely obvious, is the "disposable, unredeemable race or nation." Many fantasy stories have a large army that is either evil-in-essence, or immediately threatening, such that we have no moral qualm about seeing the heroes kill as many of them as possible. Why? Because it makes it a fun "tactical" game of how many soldiers can the "good guys" kill. That's a fun story! It's not because psychologically we want to dehumanize our enemies. It's because Gimli and Legolas's race for who can kill more orcs is a simple and narratively entertaining device.

Scott talked about Unsong in relation to this essay, and I really wonder if his reaction to that was "why Unsong doesn't do these things" or "Unsong leaned into these." Because well, Unsong has many of these tropes. The laptop with a talmudic AI on it is a macguffin. The angels are an ancient civilization. Etc.

Scott undersells just how rich the function of the ancient civilization is. He's correct that the ancients are a way to imbue the magic sword/whatever with non-reproducible power, but it's deeper than that. Many stories and ideologies are "prelapsarian" which means they describe an Edenic time "before the Fall" where everything was right and harmonious. Somehow they got corrupted and we now live in a fallen world where evil runs free. Our heroes, at least in part, want to return to that purity (even if in some aspects it is impossible.) That's what the ancient civilization is really: Eden.

I am stymied by the race question: why do fantasy stories keep going back to elves and dwarves, and sometimes halflings or goblins or dragons, but with extremely little diversity in the type of being we could share a world with. What necessary function do these specific races serve? There are several HALF descriptions that explain a little of this, but don't go the full way: 1. The most thoughtful fantasy authors see these humanoid races as standins for groups in human society, and think you should just write human-only fantasy to wrestle with those questions properly. 2. The people who are most interested in writing genuinely alien intelligences, just write science fiction. 3. Elves and Dwarves DO serve specific functions. Even though every different story has a twist on their elves and dwarves, they do all share some sort of class-identity. In short, Elves are french aristocrats, and Dwarves are semetic scottish. Elves are the groups higher on the class ladder, who are more beautiful, longer-lived, quieter, taller, and more tranquil and quieter (also more tragic.) Dwarves are the groups lower on the class ladder, who are rougher and more practical, more scientific or at least technologically-focused, and whose lives are more easily spent by the narrative. Most fantasy societies are gonna have a "higher class" and a "lower class" standin, and they might as well be Elves and Dwarves anyway. 4. Tolkien did not invent Elves, or Dwarves, or Halflings, or Dragons. But all of these are very old in mythology, and fantasy is much more interested in telling twists on 1000-year old stories, than it is about adding wholly new elements (if only because of what sells.)

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adropofhumanity · 4 months

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Israeli newspaper Haaretz reports that the national airline El Al has continued to experience record profits since #Israel's war on #Gaza began.

Haaretz reported that the airline earned $81m in profits in the first quarter of 2024, following a $40m profit in the fourth quarter of 2023

In the first quarter of 2023, before the war on Gaza had begun, it reported a $34m loss.

The newspaper said the most significant factor in the increase in revenue and profitability was flying routes to North America at maximum capacity.

In the first quarter of 2023, El Al had only 35.8 percent of the market share on routes to North America, but since many foreign airlines stopped flying to Israel after the war began, it has risen to 94.4 percent.

#palestine #gaza #free palestine #ceasefire #free gaza #adropofhumanity #israel #usa is a terrorist state #israel is a terrorist state #rafah

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empireofthestates · 3 months

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If you are one of the people who will be directly affected by Project 2025 - if you are transgender, a woman, lgbtqia+, an immigrant, or atheist, I strongly encourage you to formulate an escape/survival plan.

IF YOU PLAN TO LEAVE THE COUNTRY:

Join expat groups on Faceb00k. People will often post housing, job offers, or general advice in these groups that may be beneficial when moving. (Expat groups I'm in: Mexico: 1, 2, 3, 4 / Canada: 1, 2, 3 / Sweden: 1, 2 / Germany: 1, 2)

Apply for a U.S. Passport. As it currently stands, you can't travel to many places internationally without one. If you are trying to move before refugee status is available, this document will become necessary. Passports are still backed up right now, and can take months to arrive. If you are able, start applying now!

Brush up on any marketable skills. Look into the country you want to move to and see if you have any skills they are in need of! Lots of countries will often expedite your immigration status if you have skills they need.

Make sure you can take your pets with you. Lots of countries have breed restrictions (for instance, the U.K. has banned pitbulls and other bully breeds). Make sure that wherever you are going, you can take your pets. Look into travel options for dogs (airline, cruise, etc.) If you can't take your pets, make a plan to leave them with someone stateside who will take care of them. Do your best to minimize the risk of them ending up at a shelter.

Buy a house in your desired country. Many countries, such as Portugal, view buying property in their country as a verifiable means of immigration. Many countries also have lower housing prices than the U.S. so it may be more financially feasible than buying stateside.

Move closer to the border. If you plan to move somewhere that shares a land border with the U.S., consider moving closer to that border. My partner and I are currently looking at moving from South Carolina to Washington state so that if the time comes, we are that much closer to the border.

Figure out how you're going to get there. If you are driving, (Canada, Mexico), look into importing your car. Canada has specific regulations about what kinds of cars are allowed to be imported due to their strict environmental protection laws.

Learn the language. Duolingo and YouTube University are both free!

IF YOU CAN'T LEAVE THE COUNTRY, STILL FORMULATE A PLAN:

Create a community. Make friends with people of a similar mindset as you. Collaborate amongst each other to keep each other safe. Create groups in your local area. Meet at the library or a local park. Make connections and allies so when the time comes, you are not alone.

Find out what assets you can liquidate quickly for extra cash. If you have things like gold jewelry, keep those. Gold is often better than cash (especially if inflation keeps going up). However, gaming consoles, collectibles, and antiques may be easily sold/pawned if you need to get cash quickly. Make notes of what valuables you have.

Learn survival skills. Maybe not completely necessary, but rather safe than sorry. Learn how to build a shelter, start a fire, and forage. I did most of my survival training at a YMCA. YouTube and your local library are also great places to look!

Create spaces in your home where you can hide things. Make false bottoms in dresser drawers. Make a false wall in your closet or a hidden crawlspace access.

Stockpile the things you need. If you need certain meds to function, try to find alternative ways to get them. If you have the money to buy extra canned food, put them away in storage. If you smoke, stockpile cigarettes or other tobacco products. Those may also be helpful for trading later.

Protect yourselves. If you have no other choice, find a way to protect yourself if the time comes. Whether that is through allies or weapons, PROTECT YOURSELF. At the end of the day, your life is more important than your politics. Don't be a Batman when N@zis are on the loose.

MOST IMPORTANTLY:

Do not lose hope! More than anything, people have the "indomitable human spirit." When push comes to shove, humanity fights back. Generations before us have fought to protect themselves before, and we will do it again. Our communities will survive.

#donald trump #joe biden #politics #project 2025 #immigration

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runwayrunway · 9 months

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No. 55 - Finnair [+ Centenary Livery]

So I know I'm in the process of writing a bunch of longer posts and thus haven't posted in absolutely forever, but I had to let something cut the line very quickly because in this case it was somewhat time-sensitive. I've missed the actual date by two months, but if I get in a post while it's still 2023 (...in my timezone, at least, so sorry to actual Finns busy enjoying 2024) I think that counts, and this entire blog is about what I think, so that means it counts.

On 1 November 2023 Finnair became the sixth airline to turn 100 years old, consistent with its status as the sixth oldest airline in continuous operation. I wish I'd started this blog earlier in the year, or prioritized differently, because Aeroflot and Czech Airlines also turned 100 in 2023, but...well, I didn't. You'll probably see them both in 2024 instead. Finnair, however, was requested by @kuivamustekala - particularly their centenary liveries. Requested a long time ago, even. So I'm going to hope that late is better than never and throw Finnair one last birthday party to wrap up 2023 by looking at where they started, where they are now, and what they've been doing to celebrate.

1923: PROTO-FINNAIR

Finnair, obviously the flag carrier of Finland, was founded in 1923, but its first service was in early 2024, using a Junkers J.13 (fitted with obligatory floats, as there were no suitable airstrips in Finland at the time).

image: Joseph Eaton via US Navy National Museum of Naval Aviation This is actually the US license-built version, the Junkers-Larsen JL-6, but I couldn't find any pictures of actual J.13s on floats.

Unfortunately, Finnair was founded under the name 'Aero', which is probably the actual single worst name for an airline I have ever heard. We can jest and joke about things like Jet2 and Fly Air, but I sincerely do not think I have ever seen anything with worse SEO than an airline named 'Aero'. Even for 1923 this was fairly dire - back then, as for much of history, airlines were generally named for the area they served. Aero may have been a private company, rather than state-owned, but that didn't mean they couldn't name themselves for the area they served - private airlines have always done this and still do. Incredibly enough, there was a second 'Aero' founded in Poland in 1925, but that was quickly merged into what would become LOT Polish Airlines, shedding the name like a chrysalis.

Bafflingly, even when the Finnish government bought the airline in 1946 (they still own a majority share of it today) they didn't bother to change the name. They did begin writing 'Finnish Airlines[1]' on the fuselages, but as far as I can tell this appears to have been more of a stylistic flourish of sorts than an actual rebrand, or maybe even a clarifying subtitle on the very nonspecific name. In 1953 they began marketing under the much catchier 'Finnair', but the company remained legally named 'Aero' until literally 1968 and the fuselages still read 'Finnish Airlines'.

image: Finnair An Aero/Finnish Airlines Convair 340, photographed in 1953 in a livery which included both the large 'Finnish Airlines' wordmark and 'Aero' on the tail.

Early Finnair, like most early airlines, didn't have a particularly standardized livery for its fleet, and even where it did it's not very well documented. Finnair unfortunately has some of the poorest documentation for livery evolution of any large airline I've discussed so far, which really surprised me. That said, it's when the name became Finnair that things begin to be easier to find, and so that's where I'll begin.

1968: CLASSIC FINNAIR

This original logo[2], introduced in 1968, was designed by Kyösti Varis - at least, that's what every logo database I looked in said. I actually couldn't find either Finnair or Varis confirming this[3], but I still think it's probably true. Unlike designers like Vic Warren and Lindon Leader, who wrote and gave interviews about their designs for major airlines, Varis appears to have other preoccupations. He is enormously successful and prolific, to the point where his website doesn't even mention Finnair. According to the timeline he provides he would have either been creating this logo freelance or in his very last days at Advertising Agency SEK (probably the latter, since they did the two subsequent iterations), and based on his history as a typographer I think it's safe to say the letterforms are his creation as well. Also according to his timeline, he is younger than Finnair! And we almost have the same birthday.

I like the original Finnair branding. It's not ostentatious, but it's nice and sleek, with that forward slant I love in airline branding and a long unbroken line (both in the 'F' logo and in the even heights of the letters in the wordmark). It looks aerodynamic and the rounded, blocky letters have a hint of that 60s futurism while not being gimmicky. It's kind of incredible looking at it next to the '91-'94 FedEx wordmark, which occupies the opposite end of the sliding quality scale of TRON-looking text. The design as a whole is simple enough to easily reproduce but distinct enough to easily recognize. The shade of blue chosen is a fair bit lighter than the blue of the Finnish flag, but visually pleasing enough. They basically keep iterating on this general concept for the rest of their history, which I think is fantastic - no need to get rid of something that's working for you. It's nice to see an airline not feel pressured to reinvent its logo and livery every 20 years. That's about it for the logo[4] - what about the livery?

As mentioned prior, Finnair's liveries, before quite recently, were very poorly documented. Variants definitely existed between different types and different periods in the company's history, but the broad strokes of the branding seem to have remained almost startlingly intact for around thirty years.

image: Letterform Archive The cover of a style guide from 1985. If it's changed from the 1968 original, I can't tell how.

But I'm really here to talk about one thing: the liveries.

The above image was from Finnair's own archive and was taken in 1968[5], making it contemporary with the introduction of the Kyösti Varis branding, as well as lining it up with the 1969 addition of DC-8s, like the pictured airframe.

For the majority of Finnair's history, their livery is always going to look something a little bit like this. Primarily white, with a thick blue cheatline (in what I call the domino-mask style, where it's vertically centered around the cockpit windows) that lightly flips up at the very end and a blue cross on the tail to represent the Finnish flag.

Finnair says this image is from 1960. If so, the livery was already well on its way to existing prior to 1968, with my guess being that it was introduced in 1960, along with the first jets in Finnair's fleet - the pictured Sud Aviation Caravelle, which pioneered the swept-wing, aft-engine format later seen on immensely popular jets like the DC-9 and Tu-134 - the latter of which was commissioned specifically because Nikita Khrushchev was so impressed with the Caravelle's aft engines and the quiet cabin experience they provided. It's a plane with a lot of unique visual features, featuring a nose that looks almost slanted downwards (a copy of the de Havilland Comet nose), a cruciform tail (instead of the more efficient T-tail used for future rear-engined designs), and triangular passenger windows. Most crucially, though, it was more or less the first short-range jet on the market. This made it perfect for an airline like Finnair, which at this point didn't really go that far from actual Finland.

This 1960 photograph provides a very strong blueprint for what was to come. It's the first iteration of the livery to say 'Finnair' instead of 'Finnish Airlines', and it's introduced a modern-for-1960 single-rule cheatline, although this early version was flipped horizontally, curling up at the front to frame the cockpit windows instead. (I think the white paint also cuts off behind it, leaving the space in-between the cheatline and painted nose blank metal, but in black-and-white it's somewhat hard to tell.) I do think I prefer the modern version. The use of the white downward curve with no blue hemming it in creates a really nice effect where it blends with the unpainted metal underside, due to the metal being right where you would expect to see a shadow anyway. (This effect is why I'm not quite sure where the paint ends on the Caravelle, and am just guessing based on which parts are noticeably reflective.) I definitely prefer the change made to the tail, where the single line of trim at the end of the rudder was replaced with a white canvas for the Finnish flag.

While I do tend to have a slightly pessimistic outlook on primarily-white liveries, I will say that if you're going to have a primarily white plane, and you are the flag carrier of Finland, this is a fairly understated and stylish way of incorporating it. While I probably would have done it on the main body, over where the first set of doors is, instead of on the tail, I think this is far from the end of the world. What they have is a nice, elegant taper where the tip seems to point directly at the tailplane, and it looks neat and intentional. A lot of airlines tend to just awkwardly slap a logo on their tail, which often looks really sloppy due to poor alignment or even just out-of-place entirely, and Finnair avoids that while keeping the tail from being completely blank. Having an element on the tail that's more horizontal than vertical, like the old 'AERO' rectangle or the tail rectangle on the one decent livery Lufthansa ever had.

If you look in the background, you can see that wow has the Olympic Air livery looked like that for a long time! But that's a story for soon.

Additionally, some details were added on the nose. You can see on this DC-8, photographed in 1969, that the nose features an e-girl cheek stamp of the Kyösti Varis logo. Next to it is the name of the aircraft - in this case, Jean Sibelius - in really difficult-to-read thin text. (Finnair unfortunately appears to have stopped naming their planes by the late 1970s, but at one point they would frequently be named for Finnish people and places.) The 'domino mask' goes quite a bit beyond the cockpit windows to create a wider line from the side. I wish that the logo could have been integrated some other way, because the extra little blue thing just looks cluttered, but I can't imagine how they would do it without just replacing the cheatline. I mean, that would have been an option - indeed, it's what I would have done[6] - but assuming that they keep this general look I think the logo just can't fit in on the livery. The engine nacelles, maybe? Though that would still present issues on the Caravelle, where the engines are directly over the cheatlines. I also wish they would have made it a bit easier read the name, because I like to know what the plane's name is - thankfully, some later paint jobs actually do this before, tragically, Finnair stops writing names on their planes at all.

I believe this to be the strongest iteration of the classic Finnair livery, and it was pretty obviously optimized for the DC-8. Modern airlines tend to not bother adjusting their liveries between types, creating some absolute travesties of proportion, but Finnair boldly went in the opposite direction by modifying it for each airframe and yet still having it look worse.

The sharpest deviation arises in the CV-440 version of the livery. This image is from 1971, just two years after the DC-8 liveries would have carried their first passengers, and it's wildly different. The cheatline is lowered sharply, sitting below the cockpit windows and wrapping around to contour the body of the airplane. There's a certain je ne sais quois to the domino mask that I find myself missing here. This design also has an unnecessary second 'Finnair' added to the tail, which kind of looks awkward stacked on top of the existing cheatline besides being redundant, and the Finnish flag on the tail is somewhat awkwardly made free-floating. It feels a lot less sleek and a lot more arbitrary.

On the other side of the plane the cheatline goes down quite a bit farther than on the jet models, probably because they thought it would be a better way of negotiating the Convair's rather bulbous nose, and I actually think I prefer the wide, upturned variant. This version, if anything, is too close for my taste to the livery VARIG operated in a similar timeframe. There are a lot of differences, yes, but in the 70s having one big solid cheatline on a white body and metal underbelly was the equivalent of the Lufthansa Line, so if you toed said line, be it cheat or Lufthansa, you risked becoming easily mistakeable for any airline with too similar of a color scheme. And blue-on-white was maybe the most common color-scheme at the time.

I doubt Finnair shared many tarmacs with VARIG, but here they are with Pan Am, and they could also expect to run into airlines like Sabena, Icelandair, and probably a half-dozen I've never heard of, all competing to be the one the others get mistaken for. It's a tricky position to be in.

I do quite like the livery on the left, maybe even more than the DC-8 one, but I can't seem to find any other airframes painted like this. I'm not sure why this one is.

These images are from 1971 and 1969. They are both the same model of airplane - the Super Caravelle or Caravelle 10B. Their liveries are completely different. And that's just how it was back then - not even standard within the same airline, somehow still trying to stay distinct from dozens of other non-standardized blue-on-white cheatlines.

When evaluating classic Finnair, I have to keep myself tempered in both directions. When I think it's clean and well-proportioned I have to remind myself that it's just a complete nothingburger. When I think it's a lazy and cowardly non-design I have to remind myself that, no, at its best classic Finnair does look like it was designed with some thought, and it does have some traits that feel at the very least interesting enough to merit not being totally dismissed.

But...look, I have to give classic Finnair a D+. Because they tried, and they did something, sure, but it's ultimately not something especially memorable and the implementation is just spotty.

Even given a canvas like the DC-10, they fumbled. The DC-10, in my opinion, was a big test for them. And I do mean big. In the DC-10 is a plane with all the space in the world to add visual elements, and a space where just a couple lines can go from a detail to a fin that towers over anything that isn't a 747, showing off the Finnish flag as if someone had flown it from a building mast. The third engine, which I feel like a lot of airlines really struggle with on the DC-10, gets a nice horizontal line of writing that's not intrusive but helps prevent it from feeling like a giant gap. The wordmark gets larger, is moved forward, gets to really own the space it takes up instead of being squeezed in. And...they made the cheatline just....a really thin flat line that looks bad and stiff and boring. There's nothing setting them apart from Icelandair, and Icelandair's livery from this point in time was so boring that my only comment on it was that it looked like they forgot to paint the rest of the plane. You can do white planes well, but Finnair just really doesn't get there.

...hey, Finnair? You can't just decide to do belly stripes but worse, Finnair, you're literally next door to like two thirds of SAS and that livery was designed from the ground up. They have a couple of near-misses with SAS's toes but this is the one that makes me actually go 'is this allowed?'. It seems to have been exclusive to their late-80s MD-80 fleet, but it's just incredible to me that it ever happened. (That said, those three shades of blue are so nice together and I wish they had ever brought them back. I understand the appeal of sticking to the stark contrasted blue-on-white of the flag, but there's so much potential out there!)

1997: NEW TYPE, NEW LIVERY

I really like the 757. It deserves a better livery than this.

Removing the cheatlines was a very trendy choice to make. This is the sad beast I call the Deltalite - a Deltalike but without the painted nacelles and belly that are usually slight redeeming factors. There's such a beautiful design on the tail that could have been put on the whole fuselage, honestly, and that's sad, but even on the most granular of levels...why keep the little cheek stamp if you have the logo visible on the tail now? Weird choice. Being so desperate to do the Deltalite thing everyone else is doing that you get rid of your country's flag on the tail is just a bad choice of priority, I think. There's not much to say about this. Honestly, I'd drop it to a D-. There's enough happening that it would lose something by being painted into Star Alliance colors, but it wouldn't lose terribly much.

2000: NEW FINNAIR

Oh, Finnair. Why? Did no airline resist the siren song of getting way too into airbrushing in the early 2000s?

Maybe I just have whatever the opposite of nostalgia is for the early 2000s, but this just makes me sad. They've made the wordmark look worse, overcomplicated the simplicity of the logo, and gone ham with the gaussian blur.

Look, it's not all that bad. The shades used on the actual plane are noticeably darker, and the colors at least don't look half bad now. And they've even bothered to paint the engines this time around! But...come on. You've changed 30 years of something that was working just fine for...this? Something which maybe climbs up to a flat D?

The 2000 brand overhaul, including the logo, was done by Finnish agency SEK & Grey. They're nearly as old as Finnair and have worked for brands as prominent as Coca-Cola and Kellogg's, but their about page puts Finnair front and center. They have an entire page describing their Finnair work.

Despite claiming to have included humanity and warmth and movement, I see none of this. I'll admit upfront I generally dislike what's dubbed 'Nordic' design. It's not the minimalism which I dislike but the banality.

What does any of this have to do with Finnair? What here represents the history of one of the world's oldest airlines? What here really speaks to the Finnish people? Why is just designing something generic and making sure it's all crisp (when you're photographing it fresh out of the plastic, before it's been tripped over and stepped on and yanked down staircases and accidentally sat on and stained with tea) considered a substitute for designing something that people will see years down the line and get nostalgic for? I'm nostalgic as hell for Alitalia, an airline that doesn't exist anymore. I still use the bag from an amenity kit I got on Alitalia nearly ten years ago to store small essential things like toothbrushes and medication while traveling, but I wouldn't know it was Alitalia by looking at it, because it's lovely and convenient and ergonomic but it's literally just grey. It evokes nothing, and it doesn't even say 'Alitalia' on it anywhere. Nothing here could ever be considered ephemera or memorabilia. I could steal Finnair's look at the Gap.

2010: SORRY, HERE'S NEW FINNAIR FOR REAL THIS TIME

SEK & Grey gave it another shot. This one's a lot better.

I like the change in the logo, first off. And this, the word 'Finnair', is the logo, but I'm comparing it to the earlier wordmark. 2000's attempt felt like it was taking the original and just trying to sand off the corners to make it more modern, but the 2010 take on it actually shapes each glyph into a neat little space-age thing that creates this curved shape by way of a lot of straight lines, in a way that feels visually pleasing and interesting. I enjoy the square holes in the A and R, the return of the crossbar on the N, and the extreme range of widths which gives the letters a real weight to them. This isn't a typeface - these glyphs exist in the context of the word FINNAIR in this exact configuration and one of four colorways. Finnair does have a proprietary typeface, Finnair Sans, and it looks nothing like this because this is not a font, it's a logo.

I think it is a shame that this is the logo now. I really liked the F. And they haven't gotten rid of it, but it's now been relegated to an official subordinate position, according to their branding guide:

The official Finnair logo is the text version of the logo, and it is primarily used. The F emblem is used as an additional symbol.

Look, I'll always think it's a shame when your main logo is just the name of your company. Some airlines do it, and it feels like an empty space to me. It can be satisfactory but not outstanding. When you start out with a nice little symbol and then take it away, though, I do feel somewhat robbed.

It stings extra because I really like the way the new F looks. It has that long brushstrokey look and it almost makes me think of Hebrew characters. The way it tapers now really adds to the feeling of movement I get from it, and it's a great base for a livery. Now that it's darker, even though this does bring Finnair into competition with airlines like SAS, LOT, TAROM, Lufthansa, and even Ryanair when it comes to dark-blue-on-white, it also contrasts better with the main body, and it's still light enough that you can recognize it as blue. Anyway, it doesn't take a genius to know how to integrate this into a livery. Long line for the fuselage, go up to match the tail...

Finnair. Are you serious, Finnair?

Look! I get it! Billboards are in now, it's fine, I get it. it's probably the nicest billboard I've seen in a while, font-wise. It feels comfortable on the fuselage and it feels like it earns the space it occupies. The F is nicely centered on the tail, cuts off at a pleasant point. But...why?

I really can't be too mean about this. I want to be meaner than I actually can justify, because I think if any other airline made their plane this featureless I would hate it but Finnair's billboard livery is actually nice enough and everything is placed well enough that it's not at all unpleasant to look at. It's an acceptable livery. If maybe 25% less planes were basically all white it would shoot up in my esteem. I don't really like the fact that they put the little Fs on the inside of the wingtips of their A350s, but that's really my only nitpick. It's just sort of...bringing a really fantastic loaf of bread to a potluck when you were asked to bring baked desserts. You've done a very good job, but you didn't quite get the assignment.

It's a bit hard to critique the modern Finnair livery in detail because I think it's executed fine. There's nothing really wrong with it except that it has a logo that could lend itself to all sorts of interesting shapes, it has 30 years of variants of a very specific design to draw on, and it's chosen to go tabula rasa just to be all clean and minimal instead of doing any of the interesting things it could have with this new start.

I want to dislike this take on the Finnair livery, but at the end of the day I just don't. I think it's completely satisfactory. A lot of airlines try to get this look and somehow end up seeming cluttered for it. Finnair is one of the only instances I can think of where a white fuselage with just a wordmark has looked okay. It isn't ugly. It hasn't failed at the thing it's trying to do, but I think that it should have tried to do something else.

At the same time, though, this is the most Finnair that Finnair has ever been. The blue cheatline and the Deltalites were stumbling over well-trod ground. The modern livery, at least, isn't sloppily tail-heavy and seemingly thoughtless.

I give modern Finnair a C. This took an excessive amount of deliberation, but it really is...good enough. It's satisfactory. It's fine! I would have taken a completely different direction, but they have done a good job with their sort of lackluster idea. It's alright. We'll check on them again in another hundred years and see where they're at.

2023: CENTENAIRY

A century is a very long time. Finnair is older than my oldest grandparent. Finnair is older than over a dozen sovereign countries. Finnair is older than aerodromes in Finland. It's older than every currently operating airline except KLM, Avianca, Qantas, Aeroflot, and Czech Airlines. As of the first of November, Finnair is in triple digits.

I adore this centenary stamp Finnair has put out, celebrating the long relationship between aviation and the mail. It's not complex, but it's not barren, either. It combines the dark blue of the modern livery with the light blue of the classic one, all with the white silhouettes of airplanes elegantly soaring over an outline of Finland. The outstretched white wings on the deep blue have the grace of a giant fish swimming beneath a glass-bottomed boat.

But of course it isn't just stamps. Finnair is an airline. Airlines do special liveries. Qantas and KLM both slapped a big 100 sticker on an airplane for their big anniversaries. Finnair has of course done something similar.

Three airframes - the pictured A350-900, OH-LWR, and two A320s - OH-LXK and OH-LXM - have had a 'bringing us together since 1923' sticker applied. Matching the rest of Finnair's branding, it's certainly quite minimal, but it's a nice gesture. It's not what people have been talking about. That's OH-LWO and OH-LWP, both A350-900s, who have been given something more substantial to wear.

youtube

I'm going to assume that after its renaissance on tumblr a few years back most people reading this are familiar with the Moomin franchise. I definitely am, because when I was in my larval stage my mother first taught me to read Russian using an omnibus book of Moomin stories. Creator Tove Jansson apparently designed both the shape of the eponymous white critters and the sound of the name Mumintrollen itself are designed to evoke a feeling of softness, and it's clear why these characters are so beloved.

It isn't the first time Finnair, which frequently collaborates with Finnish brands and highlights its Finnish roots, has featured Moomins.

image on left: Antti Havukainen

In the 1990s, the airline first flew a Moomin jet. They had another in the 2000s. Both were withdrawn from service before 2010. It's been a while now since Finnair flew their last MD-11, but when celebrating their 100th birthday, a milestone that the vast majority of airlines will never see, they chose to do it by way of a soft Moomin embrace.

image: Changi Airport

And, I'll be honest, I think it's very sweet. It got an actual, sincere little smile out of me.

100 years is a really long time. In 1923 aviation was unrecognizable. What we would now consider an airliner didn't really exist yet - space for ten passengers, closed cockpits, and metal fuselages were the exceptions rather than the rule, and the Ford Trimotor was two years from its first flight. Cabin crew were barely even a concept. Airplanes, for all intents and purposes, were considered a type of boat. A nonstop flight across the Atlantic was a ridiculous concept. In a report published by the US National Bureau of Standards, it was said: 'there does not appear to be, at present, any prospect whatever that jet propulsion of the sort here considered will ever be of practical value, even for military purposes'. There were no aerodromes in Finland, so a small company called Aero attached floats to a plane just large enough for four passengers and took them from Helsinki to Tallinn.

Look how far we've come.

Footnotes:

[1]: The Finnair website's history page, which I used as a source for much of the background and several images in this post, renders it as 'Finnish Air Lines', but on the airplanes themselves it clearly has no space, so I've corrected that seeming error for them. I don't know why this discrepancy exists, because as far as I know during this period they were marketing themselves as Aero so this text would only have existed on the livery itself. [2]: Actually, I very occasionally see this version where the F logo isn't fully surrounded by the circle and the F in the wordmark doesn't have the rounded top, and I don't know which came first or if the less round version is just somehow...not real? I did try to figure this out, I swear, but at some point I realized I am literally not a professional logo historian, and nobody is going to be let down if I don't brute-force an answer despite not even speaking Finnish, and I should finish writing the post before it's 2024. [3] The closest thing to an official source I can find is the descriptions of two listings for the centenary stamp including a quote from designer Ilkka Kärkkäinen attributing it to him. I don't at all doubt that he did design it, but I always like to find concrete attribution for things if I can and would hate to spread misinformation and the sparseness of confirmation here is something I find very strange. My best guess is that there's plenty of good sources on it in Finnish but nobody has bothered to make it as clear in English. [4] Admittedly this is a stretch, and I certainly don't think it was intentional, but it does remind me of the longship prow used in early SAS liveries. This motif was introduced in 1946 and continued to see use after the Finnair logo was introduced. The overlap is fairly limited in that SAS never used the longship in their logo (...I kind of want to talk about their logos one of these days) and the Finnair livery you'll see shortly doesn't look like SAS's at all, plus SAS has the extra pink on their liveries, but I couldn't get it out of my head that they do look sort of alike. [5] The absolute hero who uploaded it to jetphotos mentioned that Finnair had given him the photograph while planning to dispose of it, and this makes me wonder if the lack of documentation is just because Finnair doesn't hold onto their old materials, which makes me very sad. A lot of companies, more broadly, didn't bother to keep records until somewhat recently, but in Finnair's case it seems to be particularly egregious. As someone literally studying to be an archivist it makes me exceptionally sad to see history lost just because nobody cared enough to preserve it. [6] Maybe they didn't want to look like backwards SAS. Who can say?

#tarmac fashion week #finnair #grade: c #grade: d+#region: finland #grade: d #grade: d-#region: northern europe #era: 1960s #era: 1970s #era: 1980s #era: 1990s #era: 2000s #era: 2010s #era: 2020s #special liveries #commemorative liveries #requests

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mariacallous · 10 months

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Amazon deliveries could be headed for some turbulence in the new year. Pilots for US-based Air Transport International, a cargo airline that ferries Amazon packages from its fulfillment centers to airports nearer to its customers, voted to authorize a strike last month. During the three and a half years the union has been negotiating with ATI, wages in the industry have soared, and ATI’s pilots complain that their pay has fallen behind. Meanwhile, they say ATI is facing record attrition as pilots jump ship to better-paying carriers.

A strike could throw a wrench in Amazon’s logistics network. ATI, owned by holding company ATSG, operates half of the 80 US aircraft currently in service for Amazon, according to an estimate by Planespotters. But the pilots, who are represented by the Air Line Pilots Association union, can’t walk out until at least next year.

Federal law requires airline labor disputes to be mediated by the US government’s National Mediation Board, which will implement a 30-day cooling-off period if it determines the parties have reached an impasse and they refuse arbitration. If a resolution isn’t reached during that time, the pilots can walk off the job or the airline can lock them out. Some 98 percent of ATI’s 640 pilots participated in the vote and only one didn’t vote to authorize the strike.

Amazon outsources the operation of its air service, which it calls Amazon Air, to a small network of cargo airlines whose pilots fly Amazon-branded planes. In the US alone, they collectively operate more than 330 daily flights for Amazon between more than 50 airports, according to the logistics consultancy MWPVL International.

Most airlines that work with Amazon also devote a large share of their businesses to transporting cargo for other customers, including DHL and the US military. In recent years, ATI has gone all-in on the retailer, however. Amazon deliveries now comprise 94 percent of ATI’s flying hours, according to the pilots’ union, making the company and its workers dependent on the ecommerce giant.

ATI’s pilots’ union says that more than a third of the airline’s pilots have left so far this year, after 27 percent of them departed last year. The union says 42 percent of its pilots are currently on probation, meaning they’re in their first year of service. “We’re watching our carrier disintegrate,” says Mike Sterling, chair of the ATI pilots’ union.

The pilots’ union says they have delivered a 98 percent on-time performance rate, but the rapid turnover and declining experience levels are threatening that. “This market is highly competitive, and ATSG is diminishing its ability to provide quality service to Amazon,” says Sterling. “We think this is a conversation that needs to be had between all three parties.” Amazon and ATI did not respond to requests for comment. During an earnings call in May, ATSG’s former CEO said that ATI’s service quality remained outstanding, but acknowledged that training replacements for departing pilots had raised costs for the airline.

When the pilots’ union negotiated a contract with the company in 2018, pilots’ pay, benefits, and schedules were competitive with similar airlines, says Josh Hoy, a captain who started at the airline seven years ago. He initially looked at the job as just a stepping stone but decided to stick around when ATI’s relationship with Amazon took off. “It was a really exciting time, being on the ground floor of that kind of growth,” he says. “I started to have the conversation with my wife and said, ‘I think this might be the place to stay.’”

However, “as time went on, we’ve fallen far behind,” Hoy says. ATI’s union says its pilots are paid less on an hourly basis than those at all of Amazon’s seven other carriers. “We operate under the same rules, in the same airspace, on the exact same routes. The airplanes cost the exact same to operate,” says Hoy. “Everything is exactly the same, except for our pay.”

No Fondness for Labor

Amazon generally goes to great lengths to avoid engaging with unions and to deter its employees or those who work for its contractors from joining them. The company spent the last year and a half unsuccessfully challenging the first and only union victory at a US Amazon warehouse. When employees of a delivery contractor in Southern California unionized earlier this year, Amazon refused to jointly bargain with the workers and terminated its agreement with the contractor. “Amazon has not demonstrated a real fondness for labor,” Sterling acknowledges. “I would love to change that narrative with them.”

The last and only time Amazon faced a strike by one of its air carriers was in 2016, during the early days of its air cargo operation, when 250 pilots for ABX Air walked off the job. A judge deemed the strike illegal, however, and ordered the pilots back to work the following day. Nonetheless, a former Amazon Air employee told WIRED last year that Amazon suspended its business with ABX for several weeks after the strike ended to demonstrate the relative power it held in the relationship, which soon soured.

ATI’s pilots are taking a less antagonistic tone in hopes of bringing Amazon to the negotiating table. “What we don’t want to do is affect our customers,” says Sterling. “We’ve done a lot to protect our obsession with Amazon.” However, he says the intransigence of ATSG’s management has left the pilots with no choice but to call a strike.

“This side of Amazon’s network is the most vulnerable to labor strikes,” says Marc Wulfraat, president of logistics consultancy MWPVL. If drivers or warehouse workers strike, the company can shift the flow of products and packages to one of its many nearby warehouses, but airports are fewer in number and farther apart.

Amazon could compensate for a walkout at ATI by shifting volume to other air carriers under the Amazon Air umbrella, but only if they have the capacity to handle the influx at all of the airports. It could also transport some of its packages by truck instead, which it did during the brief 2016 strike. However, this could result in slower shipping times and reduced service, says Wulfraat, which flies in the face of Amazon’s mantra of customer obsession.

Pilots also have the advantage of being generally in a strong position across the airline industry. “It’s still a very, very hot job market” for pilots, says Geoff Murray, a partner who works on aerospace at management consultancy Oliver Wyman. Plummeting demand for passenger pilots during the pandemic sent many into early retirement, worsening an existing pilot shortage that got more acute as the industry bounced back. Wages have soared. Oliver Wyman estimates that captains’ pay at the US mainline carriers, such as Delta and UPS, has increased 46 percent since 2020, while regional carriers have increased pay by 86 percent.

Pilot Drew Patterson came to ATI in 2021, attracted by the work-life balance the airline offered, but as the carrier lost pilots, he has seen his workload creep up and his schedule become more unpredictable. With fewer crews to operate the same number of flights, “everybody else's schedule gets compressed,” he says. “Sometimes you can be away from home for a long time.”

Long-term, he thinks Amazon’s continued growth should be a good thing for ATI and its employees, so he’s been willing to stick it out. But he’s not so sure all of his colleagues will feel the same about current conditions at the company.

“All of this has a real house-of-cards feeling to it,” says Sterling. “We just can’t sustain what we’re doing.”

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head-post · 15 days

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Boeing US plant workers strike after 96% vote for walkout

Workers at a Boeing plant on the US west coast left their jobs after overwhelmingly rejecting a contract deal, according to Reuters.

The growing crisis hit Boeing shares and prompted a management coup. The company’s shares fell 3.4 per cent in pre-market trading in the US on Friday.

New CEO Kelly Ortberg is facing a battle between unions and management just weeks after being invited to restore faith in the aircraft manufacturer. He offered a deal including a 25 per cent pay rise over four years, well below what 40 per cent of workers demanded.

About 30,000 members of the International Association of Machinists and Aerospace Workers (IAM), which produces the 737 MAX and other Boeing jets in Seattle and Portland, voted for the first full-fledged contract in 16 years. In a two-part vote, 96 per cent rejected it and favoured industrial action.

Back to negotiating table

A protracted strike could severely hit Boeing’s finances facing $60 billion in debt. Boeing said Thursday night that the vote sent a clear message that the tentative agreement reached with IAM management was unacceptable to members.

We remain committed to resetting our relationship with our employees and the union, and we are ready to get back to the table to reach a new agreement.

The proposed deal also included a $3,000 signing bonus and a promise to build Boeing’s next commercial aircraft in the Seattle area, provided the programme is launched within four years of the contract.

Jon Holden, who headed the negotiations for Boeing’s largest union, stated:

We’re going to get back to the table as quickly as we can. This is something that we take one day at a time, one week at a time.

If the strike lasts, it will also put pressure on airlines that depend on that manufacturer’s planes and suppliers that make parts and components for its planes.

A 50-day strike could cost Boeing between $3bn and $3.5bn in cash, according to a TD Cowen pre-vote note. The last strike by Boeing workers in 2008 shut down plants for 52 days, resulting in a $100 million a day drop in revenue.

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#world news #news #world politics #usa #usa news #usa politics #united states #americans #america #boeing #strike against boeing

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rideboomindia · 10 months

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Describe how RideBoom company becomes a $100M revenue business.

Becoming a $100 million revenue business requires a combination of strategic planning, effective execution, and various factors contributing to business growth. While I can provide a general outline of the possible steps and factors that could contribute to RideBoom's revenue growth, please note that specific details and circumstances may vary.

Market Expansion: RideBoom would need to expand its operations to new cities and regions, tapping into untapped markets. By entering new markets and gaining a significant market share, RideBoom can increase its customer base and revenue potential.

User Acquisition and Retention: RideBoom would focus on acquiring new users through targeted marketing campaigns, referral programs, and partnerships. Additionally, providing excellent customer service, personalized experiences, and loyalty programs can help retain existing users, leading to repeat business and increased revenue.

Service Diversification: Expanding the range of services offered by RideBoom can attract a broader customer base and increase revenue streams. This could include introducing premium or luxury ride options, delivery services, corporate transportation solutions, or partnerships with other businesses for integrated services.

Pricing Strategies: Implementing dynamic pricing models based on market demand, time of day, and other factors can optimize revenue generation. Surge pricing during peak hours or special events can help increase revenue per ride.

Partnerships and Integration: Collaborating with other businesses such as hotels, airlines, event organizers, or ride-sharing platforms can create mutually beneficial partnerships and increase revenue opportunities through cross-promotion and integrated services.

Technology and Efficiency: Investing in technology infrastructure, data analytics, and optimization tools can improve operational efficiency, reduce costs, and enhance the overall customer experience. This can lead to increased customer satisfaction and higher revenue potential.

Driver and Fleet Management: Efficient management of the driver network and fleet can contribute to cost control and operational scalability. Ensuring a sufficient supply of drivers, implementing driver incentives programs, and optimizing vehicle utilization can positively impact revenue generation.

International Expansion: Exploring opportunities for international expansion can further diversify RideBoom's revenue sources and tap into new markets with high growth potential.

Continuous Innovation: Staying ahead of the competition by continuously innovating and introducing new features, technologies, or services can attract customers and generate additional revenue streams.

Strategic Financing: Securing strategic investments or partnerships, and effectively managing finances and expenses, can provide the necessary resources for growth and scalability.

It's important to note that these are general strategies, and the actual path to achieving $100 million in revenue would depend on RideBoom's specific market conditions, competitive landscape, and execution of its business strategies.

#rideboom app #ola cabs #biketaxi #uber #delhi rideboom #rideboom #uber driver #uber taxi #ola #rideboom taxi app

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robertreich · 1 year

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youtube

Why Does Flying Suck so Much?

You might not believe this, but I’m old enough to remember when flying was fun.

Now I'm sure you've got your own airline horror stories, which I hope you’ll share. But what happened to make flying such a nightmare?

The answer is simple: the same things happening across most industries. In fact, a close look at airlines reveals five of the biggest problems with our economy.

Number 1: Consolidation means fewer choices.

While there were once many more airlines, a series of mergers and acquisitions over the last three decades has left only four in control of about 80% of the market.

This kind of consolidation has been happening all over the economy. For example, four companies now control 80% of all beef production, and two control over 60% of all paper products. This lack of competition has led to:

Number 2: Companies Charging More for Less

Even before recent airfare spikes, air travel was getting more expensive because of new fees for things that used to be free, like in-flight meals, checked bags, or even carry-ons.

Spirit Airlines even charges $25 to print your boarding pass at a ticket counter! It’s just a piece of paper!

One of the ugliest ad-ons is the fee some airlines charge for families to sit together. That doesn’t even cost them anything!

Airlines are leading an economy-wide trend of adding often unexpected new charges to goods and services without adding value.

And you’re getting less in return. Airlines have cut an estimated 8 inches of legroom and two inches of seat width in the last two decades. Doesn’t bother me (I’m short), but many of you may feel the squeeze.

This parallels other industries where you’re paying more for less — just look at how cereal boxes, rolls of toilet paper, and candy bars are all shrinking.

Number 3: Exploiting Workers

While their jobs have become more difficult, many flight attendants haven’t had a raise in years.

And a lot of their hardest work is totally unpaid, because most flight attendants don’t get paid during the boarding process. They’re off the clock until the plane’s doors close.

And if the flight is delayed, those are often extra hours for no extra money.

Again, this mirrors trends in the overall economy, where too many workers are pushed into unpaid overtime or made to do work or be on call during their off hours.

Number 4: The Illusion of Scarcity

Airlines pretend they have no choice but to raise prices, cut services, and limit payroll. But their profits are in the stratosphere. In the five years before the pandemic, the top 5 airlines were flush enough to pay shareholders $45 billion, largely through stock buybacks.

During the pandemic, they got a $54 billion bailout from taxpayers (you’re welcome).

In the years since, they’ve resumed flying high, with nearly $10 billion in net profit expected across the industry in 2023. They can afford to take care of workers and customers.

Whether it’s multi-millionaire movie moguls pretending they can’t afford to pay writers or a grocery chain blaming “inflation” for high prices while raking in record profits, this illusion of scarcity is a sham.

Number 5: Misdirected Rage

Instead of being mad at the people at the top, we’ve been tricked into being mad at each other. Fights have broken out over whether it’s ok to recline a seat or who gets overhead bin space. But reclining’s only an issue because airlines intentionally put the seats too close together. And bin space is only running out because they’ve made it expensive to check bags — and also risky, with the rate of lost bags doubling over the last year.

Airlines are pitting us against each other the same way billionaires and their political lackeys pit groups against each other in society, hoping we’ll blame unions or immigrants or people of other races or religions or gender identities for why it’s so hard to get ahead, and that we won’t notice how much wealth and power is in the hands of so few.

So what do we do?

A lot of these problems could be solved with tougher antitrust enforcement — which we are starting to see. The Justice Dept is suing to block JetBlue from buying Spirit Airlines. We need that kind of anti-monopoly protection across the board.

Another part of the solution is unions. Airline workers are among the wave of American workers organizing to demand better pay and working conditions.

And then there’s your power as an informed consumer. Companies get away with bad behavior when we accept their excuses that there’s just no other way to run a business. They’re counting on us not knowing what’s really going on. So share this video, and share your airline stories in the comments.

Finally, try to be a little nicer to service workers and your fellow passengers — on planes and in life. After all, we’re all on this journey together.

#youtube #videos #video #airlines #flying #travel #economics #politics

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thedesignair · 6 months

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Seven brand-new Business Class seats to fly in 2024

This year turning out to be a pretty exciting year for the passenger experience world. While airlines are recording record profits, they are investing heavily into their new aircraft, looking to try and win over market share. Here’s TheDesignAir’s round up of best business class seats you should fly in 2024. 1. Cathay Pacific 777 ‘Aria’ Suite After more than a decade of the previous…

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#2024 #Airline #airlines #aviation #British Airways #Business class #design #featured #luxury #New #new business class #news #transportation #travel

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riley-travels · 3 months

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July 14- Free day, Jade Market, and Elephant Mountain

Today I had a very easy start, I was able to grab breakfast from the hotel with Sabrina before she left the city. After that I had to call my United Airlines and was on hold for a very long time, almost 2 hours on call in total. Sadly they were not able to help as much as wanted but I am glad that I called. I also got to work on some crochet while relaxing to music for the first time in a few days. I have decided to make a water bottle holder with some yarn that I brought from home. I figured that if I did not make one I would end up buying one, and this is the more fun and relaxing option. From there I tried to get a group together to go to the Jade Market but many seemed to be having a late morning, so I met with Brev for an attempted lunch that turned into a 7 eleven drink and Market trip. I was thankfully able to find some jade and ceramic turtles for my mom (I try to get her at least one on every trip). There was also a Flower Market and many art stalls past that. These were in a line so it made walking through super easy. I was able to haggle a bit, but sometimes the starting prices seemed so high or only knowing numbers in chinese made it a bit difficult.

Later in the day, once it started to cool off, I went with Amy, Faith, Fanny, Austin, Jacob, Andy, and Jack to hike Elephant Mountain. I had thought we were going to go all the way to the highest peak but we were not really prepared for exactly that many stairs, and we also were lacking in extra water. I am glad that we stayed with what we could handle at the time but seeing the highest peak looking down at the city would have been so jaw dropping. I assumed before leaving that there would be many mosquitos out but most of what I saw was moths and spider. Most likely was the amount of bug spray we were all wearing. We decided to visit Raohe Night Market afterwards for some food. Me and Amy shared some smearing mini pan fried buns. I was really looking for the dorayaki stand, but we were able to find fresh crispy donuts which were delicious.

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blockchaintrendss · 4 months

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What Makes Aviator Game Development So Popular in 2024?

Introduction

Aviation has always been a source of fascination, and in the realm of gaming, aviator games are reaching new heights of popularity in 2024. Whether you're navigating a fighter jet through intense aerial combat or piloting a commercial airliner with precision, these games offer an exhilarating experience that resonates deeply with gamers worldwide.

Immersive Gameplay Aviator

Aviator games excel in providing immersive gameplay that puts players in the pilot's seat. Titles like the "Ace Combat" series and "Microsoft Flight Simulator" are celebrated for their realistic controls and physics, allowing players to feel the adrenaline of high-speed maneuvers and the challenge of navigating through various weather conditions.

Realism and Simulation Aviator Game

The hallmark of aviator games lies in their ability to realistically simulate flight experiences. Advanced graphics engines and physics simulations recreate the intricacies of different aircraft types and environmental factors. Games like "X-Plane" immerse players in dynamic weather systems and realistic day-night cycles, enhancing the authenticity of the flying experience.

Innovation in Aviator Game Design

Developers continually innovate to deliver fresh and engaging experiences in aviator games. "Star Wars: Squadrons" merges aerial combat with the beloved Star Wars universe, while "Flight Simulator 2020" sets new standards with real-time weather and AI-generated landscapes based on real-world data.

Technological Advancements and Community and Multiplayer Engagement

Technological advancements continue to drive innovation in aviator game development. Virtual reality (VR) enhances immersion by placing players directly in the cockpit, while augmented reality (AR) overlays digital information onto the real world, transforming how players interact with their surroundings.

Multiplayer features foster community engagement in aviator games, enabling players to collaborate on missions or compete in aerial races. Online forums and social platforms amplify the sense of community, where players share tips, discuss updates, and organize virtual events, enriching the overall gaming experience.

Business Benefits of Aviator Game Development:

Revenue Generation: Aviator games can generate significant revenue through game sales, in-game purchases, and subscriptions. Popular titles attract a large player base, leading to sustainable income streams for developers and publishers.

Brand Recognition: Developing successful aviator games enhances a company's reputation and brand recognition within the gaming industry. Positive reviews, awards, and community engagement contribute to building a strong brand presence.

Diversification of Portfolio: For game development studios and publishers, aviator games provide an opportunity to diversify their portfolio. This diversification reduces reliance on specific genres or franchises, mitigating financial risks associated with market fluctuations.

Technological Innovation: Aviator game development drives technological innovation, pushing the boundaries of graphics, physics simulations, and immersive gameplay. Innovations made in aviator games often influence advancements in other gaming genres and industries.

Long-Term Engagement: Successful aviator games foster long-term player engagement through regular updates, downloadable content (DLC), and community-driven events. This ongoing engagement builds a dedicated player base and extends the game's lifecycle.

Partnerships and Collaborations: Developing aviator games can lead to strategic partnerships and collaborations with aircraft manufacturers, aviation organizations, and entertainment companies. These partnerships enhance authenticity, expand marketing reach, and open new revenue opportunities.

Global Market Reach: Aviator games appeal to a global audience of gamers and aviation enthusiasts. Localizing the game for different regions and platforms increases market reach and maximizes revenue potential in international markets.

Influence on Industry Trends: Successful aviator games set industry standards and influence trends in game design, technology adoption, and player expectations. This influence strengthens a company's position as a leader in interactive entertainment.

Developing aviator games not only offers exciting gameplay experiences but also presents lucrative opportunities for revenue growth, brand building, and technological innovation within the gaming industry.

Future Trends

Looking ahead, several trends are set to shape the future landscape of aviator game development beyond 2024. Advances in artificial intelligence (AI) are poised to introduce more sophisticated non-player characters (NPCs), enhancing the realism and unpredictability of in-game interactions. Players can expect NPCs to exhibit more lifelike behaviors and responses, making each gameplay experience unique and dynamic.

Additionally, procedural generation techniques are anticipated to revolutionize game world creation. Developers can harness these tools to generate vast and diverse environments efficiently, offering players endless opportunities for exploration and discovery. From sprawling cityscapes to remote wilderness, procedural generation will enable aviator games to deliver expansive and immersive virtual worlds that evolve dynamically.

Furthermore, the integration of blockchain technology holds promise for transforming ownership and trading of virtual assets within aviator games. This innovation could empower players with true ownership of in-game items and aircraft, facilitating a robust digital economy where virtual assets hold tangible value. Blockchain's decentralized nature also promises enhanced security and transparency, fostering trust among players and developers alike.

Cross-platform compatibility and the rise of cloud gaming services are also expected to redefine accessibility and connectivity in aviator games. Players will enjoy seamless access to their favorite titles across multiple devices, while cloud-based infrastructure ensures smooth gameplay experiences with minimal latency. These advancements will democratize access to aviator games, attracting a broader audience and fostering a more interconnected gaming community.

As aviator game developers continue to embrace these trends and innovations, the future promises exciting possibilities for the genre. Whether exploring new frontiers in AI, harnessing the potential of blockchain technology, or expanding virtual horizons through procedural generation, aviator games are poised to captivate players with their limitless creativity and immersive experiences in the skies of tomorrow.

Conclusion

In conclusion, the enduring popularity of aviator game development in 2024 stems from its immersive gameplay, realism, innovation, broad appeal, technological advancements, community engagement, and anticipation of future trends. As these games evolve with technology and player expectations, they continue to captivate audiences with their realism, creativity, and sense of exploration. By embracing new technologies and community-driven content, aviator games are poised to remain at the forefront of interactive entertainment, offering players thrilling experiences and limitless possibilities in the virtual skies.

#aviator #video games #philippines #netherlands #germany #portugal #spain #brazil #russia #italy #france #turkey

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