Pilot reveals real reason passengers are told to switch phones to airplane mode
A pilot has shared valuable aircraft information which answers a whole host of nervous flyers' concerns from mobile phone signals to turbulence; engine failures and crash risks.
Patrick Smith, who is also author of Cockpit Confidential: Everything You Need to Know About Air Travel, has covered some top issues, reports The Express, which explain airline procedure and the reason behind requests to turn off mobile phones or switch to airplane mode during flights.
Patrick is a US-based airline pilot and also the host of the www.askthepilot.com website which covers all aspects of air travel. Here is a top 13 of his responses to the kind of issues that frequently cross the mind of travellers.
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They also include some insights from his Cockpit Confidential book which is New York Times bestseller.
Can turbulence be dangerous?
It's extraordinarily uncommon for an aircraft to sustain structural damage due to turbulent air, says Patrick. However, severe turbulence can occasionally result in injuries.
Almost invariably, these happen because passengers have not fastened their seat belts when required. Climate change exacerbates certain weather patterns so we may well see an increase in strong turbulence.
Pilots see turbulence as primarily as a comfort issue rather than a safety concern. It's something passengers tend to exaggerate but, even on very bumpy flights, what feel like drastic drops are usually minor altitude shifts - mere blips on the altimeter.
Why must passengers switch to airplane mode?
It is unlikely that a mobile phone could cause problems in the cockpit, particularly on modern aircraft where components are carefully shielded but it's not impossible. Patrick thinks that about half phones are left on - deliberately or not - during flight so if it was a recipe for disaster he thinks there would be more evidence by now.
However, phones may have had a role in at least two serious incidents - an unsolved crash in Switzerland in 2000, where there were claims of the plane's autopilot being confused by other transmissions, and a fatal crash in New Zealand in 2003 where interference was also cited as a possible factor.
But interference can be impossible to trace or prove. Ultimately, phones on planes are a social issue and a ban saves a noisy journey with 200 people chatting away simultaneously. Patrick says: "The minute regulators say that phones are safe, a percentage of flyers will demand the right to use them."
What if the landing gear didn't come down?
Landing gear issues are relatively low on the list of a pilot's concerns. If a problem arises with the aircraft, its landing gear is one of the least dangerous areas for it to occur.
Patrick says the only exception might be tyre failure or fire following a high-speed take-off abort but, generally, gear problems are manageable. The absolute worst-case scenario would be the gear failing to deploy entirely, resulting in a belly landing.
So there would be a slight risk of a fuel tank rupture but, with emergency services nearby, even this would be a minor hazard.
Could someone shatter a window and everyone be sucked out?
Aircraft windows are much stronger than they appear. If a window were to break, either accidentally or intentionally, the plane would rapidly decompress.
It's possible, though unlikely, that someone could be sucked through the hole in the initial seconds but it wouldn't result in the Hollywood-style disaster many envision.
Is it safe to fly during a lightning storm?
Pilots skilfully navigate thunderstorms using onboard radar and assistance from air traffic control. Lightning strikes can still occur but aircraft are engineered to handle them.
The electrical charge doesn't surge through the cabin causing harm to passengers; instead, it's directed overboard, often via 'discharge wicks' on the wings and tail. In most cases, there's no trace left of a strike.
Occasionally, there might be damage, typically to the plane's electrical systems. A notable incident in 1963 involved a Pan Am 707 where lightning led to a wing explosion.
This prompted the FAA to introduce new safety measures including fuel tank modifications and the installation of discharge wicks. More than half a century on, Patrick is not aware of any other lightning-induced catastrophes.
What's the scariest to happen to you while flying?
Patrick says the most terrifying experience he's had was a near miss with another aircraft. When just 21 years old, he had a close call while flying a small four-seater under 'visual flight rules' in uncontrolled airspace.
He says: "The fact that this occurred many years ago in a basic aircraft highlights the remarkable safety record of commercial aviation. Since becoming an airline pilot in 1990, I can't recall a single moment of fear throughout my career."
What happens if the engine fails?
All commercial jets are designed to be fully operational even if an engine fails. They must have the capability to power up and climb after a complete engine failure during take-off, ensuring safety beyond the airport's vicinity, including any buildings, mountains or other structures.
Before every flight, data is calculated to ensure the aircraft can safely ascend and navigate around any obstructions. Factors such as airport altitude, runway length and weather conditions play a role in this.
In certain situations like short runways, high temperatures, or mountainous areas, there may be restrictions on the weight of the aircraft.
How likely is a plane to crash?
Originally answering this in 2017, Patrick said the past decade had been the safest in commercial aviation history. In a more recent blog post in March 2024, he writes: "2023 goes down as one of the safest years in commercial aviation history.
"Not a single fatal accident was recorded involving a commercial jet. Not one." He said of 37m commercial flights last year, the only deadly crash was that of an ATR turboprop in Nepal last January."
Last year became the second-safest on record, he said, comparing the year 1985, when there were 27 major aviation accidents worldwide which killed almost 2,500 people. Large-scale disasters have become a lot less frequent, he says, even if perception is skewed by the likes of social media.
How does one become a pilot?
Most pilots progress through civilian routes, not likely as was traditionally the case. The lengthy and costly journey involves gradual accumulation of flight hours, along with obtaining necessary licenses and ratings.
Once someone has the required experience, a airline career is usually started at a regional carrier. More and more are adopting initiatives that take individuals with no background of flying and mould them into pilots from scratch.
Candidates will undergo rigorous classroom and simulator sessions focused on a specific aircraft type before taking to the skies alongside a training captain for a set number of hours.
Does a computer or pilot mostly fly the plane?
Patrick says the topic of cockpit automation and pilot interaction with this technology is perhaps the most overstated and misunderstood aspect of commercial flying. "The public holds a wildly inflated view of autopilot capabilities".
Modern pilots do depend on an altered skill set, with traditional, hands-on proficiency being less dominant than in the past, but extensive crew input is needed to handle all the variables.
"Automation in the cockpit doesn't fly the plane; instead, pilots control the plane through the automation, instructing it on what to do, when, and how," he says.
For instance, on the Boeing he flies, there are six different methods to set up an 'automatic' climb or descent; the cockpit can become hectic and the workload heavy. Using an analogy, he says: "Technology aids a pilot in flying a plane just as it assists a surgeon during an operation.
"A jetliner cannot 'fly itself' any more than an operating room can perform a surgical procedure 'by itself'. More than 99% of landings and 100% of take-offs are executed manually, with either the captain or first officer at the controls.
Have you ever spotted another plane too close?
Passengers often misjudge the distances between aircraft, says Patrick. "In reality, while landing on parallel runways or intersecting at high altitudes, planes do come within what seems like a stone's throw of each other.
"However, in air traffic control terms, 'close' is actually measured in miles or thousands of feet." At cruising altitude there is always at least 1,000 feet of vertical separation - although it can seem less to a nervous passenger who spots a plane whizz by.
Why do all planes always fly at 35,000 feet?
Typical cruising altitudes for commercial flights range between 30,000 and 40,000 feet, although this can vary. The specific altitude is determined by air traffic control limitations and the aircraft's capabilities, with each model having its own maximum permitted altitude.
Generally speaking, flying higher means better fuel efficiency up to a point. But just because an aircraft can reach 39,000 feet doesn't guarantee it will do so on every journey.
Air traffic controllers may have different plans or the aircraft may be carrying too much weight. Pilots might ascend to more fuel-efficient altitude as the aircraft burns off fuel during the flight.
Are bird strikes dangerous?
Bird strikes happen frequently and usually pose little danger (except for the poor birds). In some instances, bird strikes can be seriously hazardous, such as in the case of the US Airways Flight 1549 which made an emergency landing in the Hudson River after both engines were disabled by a flock of geese.
Modern turbofan engines are robust but are not designed to handle the ingestion of high speed foreign objects. Birds don't exactly 'clog' an engine but can cause significant damage by bending or breaking the internal blades, leading to a loss of power.
The risk increases with the size of the bird. For instance, colliding with a goose at 250 knots - the top speed allowed below 10,000 feet in the US where birds typically fly - can result in an impact force exceeding 50,000 pounds.
Engines are not fitted with protective screens as not only would a screen obstruct air intake but it also would also have to be enormous and exceptionally sturdy. Then, if such a screen failed, it could mean metallic debris also entering the engine.
Patrick says: "Despite the incidents mentioned, the likelihood of multiple engines failing due to bird strikes is so low that installing such protective devices is deemed impractical."