Sorry for the slightly strange question, but Ryanair (Europe's Largest Low Cost Carrier) decided that seat back pockets took too much effort and got rid of them, and it appears the sick bags in the process.
So the question comes up...
What happens when Ryanair flights encounter turbulence? I can hardly imagine the Flight Attendants handing out bags ad-hoc when it's sufficiently shaky to cause motion sickness among the passengers.
Well how many people get airsick during each flight and how many of those really vomit? And of those, how many actually use the provided sick bags? I'm not familiar with getting air sick but I'm sure there are not a lot people really using these bags. There is also no legal requirement for having sick bags. It is an item for 'additional passenger comfort'. Ryanair probably thought this way and so they saved some more money.
They also don't hand out sick bags when they are encountering chops but I'm sure they will have one for you if you ask them.
Sorry for the slightly strange question, but Ryanair (Europe's Largest Low Cost Carrier) decided that seat back pockets took too much effort and got rid of them, and it appears the sick bags in the process. So the question comes up... What happens when Ryanair flights encounter turbulence? I can hardly imagine the Flight Attendants handing out bags ad-hoc when it's sufficiently shaky to cause motion sickness among the passengers.
For fun I want to build a flight simulator at home. What are my options from most basic toy environment to more realistic set-up. Great if you can give for each solution a basic indication of cost (software / hardware), and if appropriate the space needed.
After answering this question on History.SE, I started to wonder if it would be possible to find out even more detail about the plane now that its serial number is known. I have no idea what kind of flight records the US Army Air Corps kept, however. I know most flight logs today are kept by pilot, but I imagine there would be some way to trace what pilots flew a particular plane. I have no idea... about where the plane flew, and maybe (if I'm lucky) who flew it when and for what purpose.
Here is a $C_L$ / $AoA$ curve that I took from Wikipedia. The better textbooks say that a stall is that condition in which a further increase in angle of attack will result in a reduction of lift... at the chart. If the airplane can sustain level flight at point $A$, it can sustain level flight at point $B$. Is there a practical way that I can demonstrate sustained flight on the backside of the lift curve without an angle of attack indicator? Or to ask the question another way, Is there a practical way to tell when an airplane has exceeded the critical angle of attack without an AoA meter?
): a). do I ask approach directly for the IFR clearance, and what is the officially sanctionned phraseology? Also: do I have to cancel IFR when I’m on the ground/see the runway i.e. is the clearance... on the ground/view of rwy)? c). other? BTW: I did read How do you request a "pop up" IFR clearance? . In my scenario I have the time to call FSS, there is no emergency, I'm on flight following...Hi – Here’s the scenario: The flight starts night VFR, with broken ceiling at destination (class C airspace) and expected to improve according to the pre-flight abbreviated briefing. I'm IFR
something like "Well do you have an IFR flight plan or are you reporting IFR??" I had always used that phraseology because it seems the least wordy way to get the info across, which can be helpful when the freq is busy. What is the technically correct way to get an IFR clearance on an existing IFR flight plan? ...I once had a traffic controller give me a hard time about how I requested IFR clearance once in the air. I had previously filed an IFR flight plan, and took off from my untowered home airport
Provided an aircraft with a fly-by-wire system, there are basically two possible choices when it comes deciding how to let the pilots interface with it: rate control / attitude hold: a deflection... translate to a deflection of the surfaces, mimicking the "old" mechanical control setup. It is my understanding that this is the design choice of Boeing in its new aircrafts. I do not wish to discuss how Airbus and Boeing made their design decisions, but rather see if there has been performed a study on what interface is preferred by pilots, eventually differentiating among private/commercial pilots
I'm from Brazil, and here we use the West/East rule, so we use an odd flight level when we fly between 0/360 - 179, and when we fly between 180 - 359 we fly in an even flight level. But what should you do in other countries? Where I can find those rules? I've heard that in Europe it's totally different, and that in some countries in Asia they use meters, instead of feet. Where can I find this information?
In February 2014 a co-pilot hijacked Ethopian Airlines flight 702 and took it to Switzerland. Now in March there is some speculation that Malaysia Airlines flight 370 may have been hijacked and destroyed by the pilots - maybe they took a nose dive into the Andaman Sea? So my question is this: is there an automatic or say anti-pilot warning system on commercial airliners? In other words, a system that is non-maskable (can't be disabled by the pilot) and which will automatically warn ATC about unexpected conditions (like a sudden decrease in altitude)?
This recent comment reports that: the IMU on new (plane) would localize the aircraft to within 3 feet after a cross-country flight, without any GPS input other than the starting location. I somewhat doubt about this statement, at least for an IMU based solely on inertial measurement: over the duration of a flight, I fear much more error accumulates. So what's the precision of a modern Inertial Measurement Unit over say the duration of a flight, and from what sources is that obtained? If some source (in particular, GPS) becomes unavailable, how does it degrade that accuracy?