The airlines are always trying to jam more passengers into each plane. I'm smaller than today's average, and I'm still often uncomfortable in a standard Economy seat.
It occurred to me that in the current design, there's a great deal of space wasted over the passengers' heads. And that many of us passengers already do our best to sleep through flights.
Hence my question: Is there any reason an airline couldn't introduce a cabin in which some or all passengers travel in a reclining, rather than sitting, position? Seems to me that it would be more comfortable (except for claustrophobes and those who really need to work during the flight). The enclosed space would inherently reduce some of the risks of passengers being thrown around in turbulence or an emergency landing; safety belts (or cargo restraint webbing? I'm not sure I'm joking) could handle the remaining risk.
No, I don't really think it would be commercially viable ... but I'm wondering whether folks who actually Know Something about aircraft safety and loading think it's technically viable.
Some airlines already offer sleeping facilities, by taking advantage of the A380's tremendous size:
A double-bed suite on Singapore Airlines
A first-class seat on Emirates
A first-class seat on Qantas
That top bed looks very tempting, but I dread to think how much it costs!
an airline couldn't introduce a cabin in which some or all passengers travel in a reclining, rather than sitting, position? Seems to me that it would be more comfortable (except for claustrophobes and those who really need to work during the flight). The enclosed space would inherently reduce some of the risks of passengers being thrown around in turbulence or an emergency landing; safety belts (or cargo restraint webbing? I'm not sure I'm joking) could handle the remaining risk. No, I don't really think it would be commercially viable ... but I'm wondering whether folks who actually Know
the box is really for. Of course I'd rather test in my more-experienced plane, but I'm asking specifically for regulations here if Plan A falls through. Are there any regulations or headaches that I...I'm a student pursuing a US Private Pilot License, and recently scheduled my checkride. I've been training in a 1981 Piper Warrior (PA-28-161), but if its annual goes sour I may have to take my club's 1980 Piper Archer (PA-28-181). I have well over §61.109's 40 hours in the Warrior alone, and only ~10 hours in the Archer. I have a separate club checkout and CFI solo endorsement for each
I'm interested in short, or trick, take-offs - such as from platforms, tall trees, etc. I think that I should have a wind speed and direction measure an understanding of my wing surface area This will let me add to my intuition from regular launches (from sites with known-good launch conditions), and estimate how much velocity I need to add via a run / push. The methodology to count the wind measure seem a bit more grey, right now. I can have a sense of the wind where I am, but it may quickly change beyond my launch site. Since I'm considering how to launch from a stationary
certificate tomorrow, but I didn't plan to make use of it in the foreseeable future, would it cost me more in time and money than if I waited until I had plans to use it? This is assuming I live... until I felt proficient enough technically and practically. Retraining would include familiarizing myself with the controls, instruments, radio, physics, etc. My main concern was that (a) at some point... the certificate from expiring, or (c) that I would have to commit to a certain number of hours (instructed or solo) per year to keep the certificate.
and landing). The only safety consideration is that the lap child must be seated in a row with adequate O2 masks in case of depressurization (some rows have more masks than seats). I have always considered this to be an unsafe practice, but have never had data to back that up. It seems to me that holding on to a 20 lb child when subject to strong turbulence or unexpected maneuvering would...? I'm not interested in instances where everyone is hurt but rather instances that having been secured in a car seat would reasonably have prevented the injury.
It's easy to go online and look at prices of a Cessna 172, but what are some examples of how to breakdown the real world costs of ownership? how much other maintenance should you plan for? How much does an engine overhaul cost? Insurance hangar etc.. It would be great to also get some typical costs and ranges, since some element are more predictable than others. Obviously the costs will vary based on individual aircraft and location, as well as over time, but I'm looking for information that would help someone make the buy/rent decision. Prices can also vary geographically. I'm asking
descent into XYZ" that the body returns to a more or less horizontal pitch. Why is this? I have some hypotheses, but don't know which, if any, of them hold truth. It's just how the aerodynamics happen.... Passenger jets are deliberately designed such that they never need to pitch lower than horizontal in a routine descent, lest passengers might panic and think they're nosediving to their death. (Also unlikely, unless there is really no hidden costs in terms of drag, etc.) Landings might be more difficult if the plane had to point its nose downwards in order to get closer to the ground -- the nosewheel
). Online I haven't really found that much information about the limit of the blood pressure in order to still get the Medical. I have found some sources saying that everything below 220/125 is good, but I think those sources we're only speaking about passengers of airplanes, not pilots. For your info: I live in Germany, and I suppose there are other regulations regarding the medical in other countries, but overall I think the requirements don't differ that much. Hopefully someone can tell me if I should be concerned or if my blood pressure is still okay to fly.
While asking the question in chat How do we get controllers on the site? @egid suggested there may be FAA or union restrictions on participating in Q&A. That would be sad since pilots and controllers communicating with each other improves safety and efficiency... but certainly doesn't mean it isn't true. Does anyone know of specific restrictions placed on controllers by the FAA or NATCA (National Air Traffic Controllers Association) which would prevent them from answering questions on this site? I realize this blurs the line slightly between the main site and meta, but I'm asking about
I regularly fly a DA42 4-seater equipped with a G1000 system. Sometimes my passengers in the rear seats complain that the radio volume is too loud for them but it is OK for me (intercom is just right for everybody). Reason probably is that I am using a very different headset than them which I assume has a higher impedance and thus requires more electrical power for the same audio volume. If I turned down the COM volume it would be too quiet for me. I wonder if there is any trick to adjusting/balancing the volume in such a setup.