Something that just popped into my head: I've been on a few easyJet and Ryanair flights where a lot of passengers clap and cheer on touchdown. Would the pilots be able to hear this?
It seems pretty commonplace... but can the pilots hear them? I guess it would be distracting.
Just something I was wondering!
We can in my airplane:
Quite frankly, I'm usually a little insulted when it happens.
Were they actually so fearful for their lives and are now so happy to be alive that they need to applaud the heroic pilots? Sorry, but unless it's a true emergency and we did actually just save their lives, I'm not putting them in a situation where they are actually at risk. In this case, I was just doing my job. Do you applaud the waiter or waitress who gets your order right?? :-)
As far as airliners, I'm pretty sure that the pilots can hear you too if everyone is clapping but someone with experience on that should confirm whether or not this is true.
Disclaimer: This isn't the actual airplane that I fly, but it is the same kind. Notice also that we don't have a door to our cockpit so this makes it much easier to hear what is going on in back.
In my 10 years of flying 747s on international flights, there was no way we would know of passenger reactions upon landing unless one of the cabin staff told us, and that was rare.
Something that just popped into my head: I've been on a few easyJet and Ryanair flights where a lot of passengers clap and cheer on touchdown. Would the pilots be able to hear this? Here's an example I found by searching YouTube: It seems pretty commonplace... but can the pilots hear them? I guess it would be distracting. Just something I was wondering!
environment where in-flight safety of the crew and passengers would be affected. Were the actions (suspension of pilots and showcause notice to the airline) justified? Is a dancing cabin crew dangerous... of the pilots can be seen recording the dance on his camera. SpiceJet specially planned this event, and had extra cabin crew on-board the flight as a precaution. Also, during the dance, one of the pilots... aboard eight flights have cost SpiceJet heavily, with the DGCA issuing show cause notice to the airline and suspending two of its pilots. Here's another news link. One of the arguments made by the DGCA
This question is somewhat related to this other one. I listened to this exchange between a helicopter and Newark. http://www.youtube.com/watch?v=oHNvXPbZ7WI The helicopter wants to land at Newark. The controller tells the helicopter to remain clear of the Class B. I'm aware that the controllers must give clearance to operate in certain classes of airspace, and the helicopter wasn't granted clearance to do so. Why was the helicopter denied (as far as can be deduced)? What should the pilot have done differently, either to get clearance to land at Newark or to anticipate not being able to?
In the first part of this YouTube video, you can see an aircraft supposedly flying 4x faster than the surrounding aircraft, at the time the Malaysian 777 went missing. After replaying this on Flight Radar 24, KAL672 departs Kuala Lumpa a short while before MAS370. It then does a 180, flies back towards the airport, then appears to do another 180 and rockets across the ocean: Here are the playback links for 2014-03-07 16:55: KAL672 and MAS370. Essentially, my question is, what is this oddity that FR24 is showing? (to ward off conspiracy theorist nuts).
Is it just my imagination, or is it a fact that many large airliners actually touch down "crabbed" on difficult crosswind landings? Here's what I mean: http://www.youtube.com/watch?v=OtnL4KYVtDE (watch at 01:10) Or this: Is the main landing gear specifically designed to allow this? Is it recommended or discouraged by the manufacturer?
This video shows a Hawker jet with the wing fluttering up and down like it's about to break. What can cause flutter like that? Can it actually cause a wing or stabilizer failure? How can flutter be prevented? What should be done if something like this happens?
John Ninomiya discusses his experience with developing this new style of ballooning on his Cluster Ballooning website. Many of the site's links are now broken, but on there he formerly attested that he was granted a pilots' license by the FAA for this style of flight. I remember the wording clearly suggesting that this license was different than other flight license. Does anyone know how it did, or could have, differed? Any other relevant history about cluster ballooning is also appreciated.
So every once in awhile I see an article talking about the air traffic control strikes in Europe like this one: European air traffic controllers to strike. How does this affect me if I am flying to Europe? Do they just close the doors and all airspace becomes uncontrolled airspace? I'm guessing not, but that's what I envision when I hear that! What happens if they go on strike while I'm over the ocean on my way there?
Watching a video entitled Airbus A330 Takeoff Sidestick View, there appears to be a lot of side-to-side movement of the sidestick, as well as a lot of pushing the nose down: I was under the impression that movements on the control column should be smooth and not erratic — what is the reason for the side-to-side movement? As far as I can see on the MFDs, there is no heading change prior to 02:50 (which appears to be done by the A/P anyway). Is it turbulence? Also, what is the reason for pushing the nose down? Is the plane naturally trying to pull up at too high of an angle
Are airspace violations (e.g. entry to class B without clearance) based on primary radar and/or Mode C transponder, or something else? I read that Mode C altitude is based on pressure altitude, i.e., set to 29.92" ... but presumably that's adjusted at the ATC facility based on the current pressure before being used for altitude enforcement. This begs the question, what would stop one (hypothetically), just winding back the altimeter pressure reading to appear to be at a lower altitude? So to summarize: How are airspace violations detected: What data input is used? If Mode C reading