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Published On: Jan 19, 2009 02:43 PM
Total entries in this category:
Published On: Jan 19, 2009 02:43 PM
My best tips for managing long flights.
Above all, adopt a stance of self-care
and self-nurturing. Expect nothing from the airline except basic
transport.
In a previous entry I laid out the foundations for
some of the practical suggestions I will make in the current entry. At some
point, please go back and (re)read the entry so as to put these suggestions into
a knowledge context.
You may want at some point to copy and past some of the following suggestions into a word processor and print them out for reference on your long flight.
Long flights are best considered as composed of phases or sectors. Take-off and climb-out from the departure point, and descent and landing at your destination or transit point will be familiar to you from previous short flights.
However, if you have only ever travelled domestically for short hops of an hour or so, a long flight may bring with it unfamiliar flying experiences. My belief is that the more you know what to expect, the more you will know what is "normal" - and the more prepared you will be for things you might be tempted to label "abnormal" and thus dangerous. Additionally, you will have a better database of flight information to help you understand novel or unexpected events, which the seasoned travellers notices but takes for granted as normal and thus safe.
So come on a little journey and we'll explore how best to prepare for a long flight:
Section 1: It's quite possible you will travel on an unfamiliar airline using aircraft you've not travelled on before. For instance, someone who has always lived in Miami and travelled on American Airlines, might decide to come to Melbourne, Australia for a nephew's wedding. They may be booked by their travel consultant to fly an AA Boeing 767
(photo
credit: Mike Moores) from Miami (MIA) to Los Angeles
(LAX). So far the experience may be a familiar
one.
And now the traveller will be transferred to AA "One World" alliance partner, Qantas. They may have to take a shuttle bus over to the LAX Tom Bradley International terminal and be greeted at check-in by either local Qantas representatives, or with Qantas' Australian employees. This will definitely let you know you are about to do something different!
The aircraft you will likely use will be a Boeing 747-400ER (ER=Extended range).
These long-range high-capacity aircraft are the newest to Qantas' fleet, and enable them airline to fly direct to Melbourne (QF94) even if typically strong headwinds may be encountered. Its rival on the trans-Pacific route between Australia and the US West Coast, United Airlines, uses shorter range 747-400s (they are the ones with winglets
which
stand 6' tall!). United previously scheduled the same direct LAX-MEL flights
using their -400s but found that headwinds would see the aircraft occasionally
diverting to Sydney, which produced logistic difficulties with passengers (pax)
and crew stranded. This happened to me once, and I was lucky I was travelling
Business Class to New York City and convinced the local United Melbourne
supervisor to get me to Sydney via Qantas where I boarded the SYD-SFO (San
Francisco) flight.
These diversions are very expensive (those who didn't fly to Sydney with me had to come back the next day), and eventually United ceased these direct flights. Indeed, it's not unusual for airlines to restrict certain routes seasonally to take advantage of prevailing seasonal winds and temperatures. Although that is happening very little nowawadays with the introduction of ultra-long-haul aircraft like the Airbus A340-500
used
by Singapore Airlines on the world's longest flights of 16-18 hours between
Singapore (SIN) and Los Angeles
(LAX).
Update: In June 2004 Singapore Airlines introduced direct New York City - Singapore flights, and this is the world's longest scheduled flight.
(Sidetrack: Boeing plans to make available a rival to Airbus by virtue of an extended-range version of it popular B777
aircraft, which is one of my favourite aircraft to fly. I have been known to
re-organise travel plans to travel on this aircraft rather than others, such as
Boeing's own wide-body 767.
So we can all expect to be flying longer and longer sectors as the endurance of these aircraft keeps lengthening, while ticket pricing decreases. This also means airlines and aircraft manufacturers will be working on ways to make the journey more pleasant and indeed safer in terms of passenger and crew welfare on board.
One of the first people to write about such issues was former cabin crew member, Diana Fairechild.
who
now lives in Hawaii on one of the smaller
islands.
She has published several very useful books, one of which - Jet Smart -
she sent to me several years ago. I still go back and read it every now and
then, as well as visit her website.
I visited Diana once when I was in Hawaii for an Airline Employee Assistance Program convention (I "represented" Ansett Australia, although I doubt management knew that). In her book she discusses the potential hazards of long distance travel especially for crew members, for whom the cabin is their "office" which they attend during their work week.
One of those hazards she talks about in an interview with radio nutritionist, Layna Berman, is long term exposure to the cabin environment and radiation, and it's interesting to note that the recently-decommissioned Concorde airliner was the only commercial airliner to incorporate a flight deck instrument to measure radiation. Diana also talks about cabin air quality and dehydration issues. When you listen to Diana, keep in mind she is an activist who takes a realistic view of modern day flying.
But her message is the same as mine - you must take care of yourself, and not expect the airline to do it for you. This requires you to plan ahead.
Section 2. So back at LAX, the traveller is about to board a 747-400 for a 14 hour flight to Melbourne, the first time a flight has been attempted of more than 5 hours.
What will help prepare him or her for such a long flight? Answer: I talk to my clients about cocooning themselves.
Now the term "cocooning" has a number of different meanings, stemming from its original use in the entomological sense. Here it refers to the silky envelopes in which the larvae of insects are contained while they mature. You might recall there was even a movie or two named Cocoon
with Don Ameche, Hume Cronyn, and one of my favourite actors, Wilfred Brimley (I
still tingle when I watch him in the Paul Newman-Sally Field (1981) film,
"Absence
of
Malice").
But the word has derived other meanings, and the "dream dictionary" in the link to entomology above, cites the following (I use this merely to illustrate not to give credence to dream interpretation per se): Seeing cocoons in your dream means a place of safety and solitude. It may also represent transformation or healing. Dreaming that you are in a cocoon, represents your need to rejuvenate and restore your body, mind and spirit.
And the advertising/marketing world has also imbued "cocooning" with new meaning, referring to people retreating to their homes for self-protection. (Hiving is the new buzzword - small joke - being comfortable at home, but actively connecting to others, to use the bee analogy).
In my usage with clients, I refer to it as "wrapping yourself" in the (small) space alloted to you on the aircraft and creating a zone of comfort and control, in an environment which challenges you with minimal levels of control. It is, like the dream interpretation, a place of safety and solitude. Even if you are travelling with others.
It is a way of maximising what control you have, and not being reliant on others for how should you think, feel and act.
You may want at some point to copy and past some of the following suggestions into a word processor and print them out for reference on your long flight.
Long flights are best considered as composed of phases or sectors. Take-off and climb-out from the departure point, and descent and landing at your destination or transit point will be familiar to you from previous short flights.
However, if you have only ever travelled domestically for short hops of an hour or so, a long flight may bring with it unfamiliar flying experiences. My belief is that the more you know what to expect, the more you will know what is "normal" - and the more prepared you will be for things you might be tempted to label "abnormal" and thus dangerous. Additionally, you will have a better database of flight information to help you understand novel or unexpected events, which the seasoned travellers notices but takes for granted as normal and thus safe.
So come on a little journey and we'll explore how best to prepare for a long flight:
Section 1: It's quite possible you will travel on an unfamiliar airline using aircraft you've not travelled on before. For instance, someone who has always lived in Miami and travelled on American Airlines, might decide to come to Melbourne, Australia for a nephew's wedding. They may be booked by their travel consultant to fly an AA Boeing 767
(photo
credit: Mike Moores) from Miami (MIA) to Los Angeles
(LAX). So far the experience may be a familiar
one.And now the traveller will be transferred to AA "One World" alliance partner, Qantas. They may have to take a shuttle bus over to the LAX Tom Bradley International terminal and be greeted at check-in by either local Qantas representatives, or with Qantas' Australian employees. This will definitely let you know you are about to do something different!
The aircraft you will likely use will be a Boeing 747-400ER (ER=Extended range).
These long-range high-capacity aircraft are the newest to Qantas' fleet, and enable them airline to fly direct to Melbourne (QF94) even if typically strong headwinds may be encountered. Its rival on the trans-Pacific route between Australia and the US West Coast, United Airlines, uses shorter range 747-400s (they are the ones with winglets
which
stand 6' tall!). United previously scheduled the same direct LAX-MEL flights
using their -400s but found that headwinds would see the aircraft occasionally
diverting to Sydney, which produced logistic difficulties with passengers (pax)
and crew stranded. This happened to me once, and I was lucky I was travelling
Business Class to New York City and convinced the local United Melbourne
supervisor to get me to Sydney via Qantas where I boarded the SYD-SFO (San
Francisco) flight. These diversions are very expensive (those who didn't fly to Sydney with me had to come back the next day), and eventually United ceased these direct flights. Indeed, it's not unusual for airlines to restrict certain routes seasonally to take advantage of prevailing seasonal winds and temperatures. Although that is happening very little nowawadays with the introduction of ultra-long-haul aircraft like the Airbus A340-500
used
by Singapore Airlines on the world's longest flights of 16-18 hours between
Singapore (SIN) and Los Angeles
(LAX).Update: In June 2004 Singapore Airlines introduced direct New York City - Singapore flights, and this is the world's longest scheduled flight.
(Sidetrack: Boeing plans to make available a rival to Airbus by virtue of an extended-range version of it popular B777
aircraft, which is one of my favourite aircraft to fly. I have been known to
re-organise travel plans to travel on this aircraft rather than others, such as
Boeing's own wide-body 767.So we can all expect to be flying longer and longer sectors as the endurance of these aircraft keeps lengthening, while ticket pricing decreases. This also means airlines and aircraft manufacturers will be working on ways to make the journey more pleasant and indeed safer in terms of passenger and crew welfare on board.
One of the first people to write about such issues was former cabin crew member, Diana Fairechild.
who
now lives in Hawaii on one of the smaller
islands.She has published several very useful books, one of which - Jet Smart -
she sent to me several years ago. I still go back and read it every now and
then, as well as visit her website.I visited Diana once when I was in Hawaii for an Airline Employee Assistance Program convention (I "represented" Ansett Australia, although I doubt management knew that). In her book she discusses the potential hazards of long distance travel especially for crew members, for whom the cabin is their "office" which they attend during their work week.
One of those hazards she talks about in an interview with radio nutritionist, Layna Berman, is long term exposure to the cabin environment and radiation, and it's interesting to note that the recently-decommissioned Concorde airliner was the only commercial airliner to incorporate a flight deck instrument to measure radiation. Diana also talks about cabin air quality and dehydration issues. When you listen to Diana, keep in mind she is an activist who takes a realistic view of modern day flying.
But her message is the same as mine - you must take care of yourself, and not expect the airline to do it for you. This requires you to plan ahead.
Section 2. So back at LAX, the traveller is about to board a 747-400 for a 14 hour flight to Melbourne, the first time a flight has been attempted of more than 5 hours.
What will help prepare him or her for such a long flight? Answer: I talk to my clients about cocooning themselves.
Now the term "cocooning" has a number of different meanings, stemming from its original use in the entomological sense. Here it refers to the silky envelopes in which the larvae of insects are contained while they mature. You might recall there was even a movie or two named Cocoon
with Don Ameche, Hume Cronyn, and one of my favourite actors, Wilfred Brimley (I
still tingle when I watch him in the Paul Newman-Sally Field (1981) film,
"Absence
of
Malice").But the word has derived other meanings, and the "dream dictionary" in the link to entomology above, cites the following (I use this merely to illustrate not to give credence to dream interpretation per se): Seeing cocoons in your dream means a place of safety and solitude. It may also represent transformation or healing. Dreaming that you are in a cocoon, represents your need to rejuvenate and restore your body, mind and spirit.
And the advertising/marketing world has also imbued "cocooning" with new meaning, referring to people retreating to their homes for self-protection. (Hiving is the new buzzword - small joke - being comfortable at home, but actively connecting to others, to use the bee analogy).
In my usage with clients, I refer to it as "wrapping yourself" in the (small) space alloted to you on the aircraft and creating a zone of comfort and control, in an environment which challenges you with minimal levels of control. It is, like the dream interpretation, a place of safety and solitude. Even if you are travelling with others.
It is a way of maximising what control you have, and not being reliant on others for how should you think, feel and act.
And now Les' Rule of Anxiety
#4 - subsection: Control
Issues
The best way to deal with issues of control (need to stay in countrol, fear of giving up control) is to control when and in what context to voluntarily give up your need to control everything. A plane is as good a context as any, since you don't know how to pilot an aircraft and I don't want you trying to exert your need to control everything in the flightdeck. Control yourself and your behaviours, and leave the flying and safety of the plane to those who have the know-how.
Phew - I am so glad I
finally said it!
Section 3: And now, to continue with our long journey.....
Bring on board the aircraft whatever materials you require to be self-sustaining in your journey, including any periods in transit when you can't get to your checked luggage.
(Luggage is a whole other blog entry I will tackle soon. But I do know that transit stops such as LAX on my way to NYC, or Sydney on the way back from the US to Melbourne are good spots to shower, shave and have a change of clothes for the final leg of my journey, especially after 14 hours!).
What might onboard materials comprise? I'm sure you have travelled before away from home, perhaps by car, train, bus, ship or on foot! So you know of personal, medical or intimate needs. And only ever place house and car keys, as well as cell phones, in your carry on luggage, in case you arrive in New York and your luggage arrives in Hawaii because you didn't tip a Skycap enough!
Nowadays, I keep a plastic storage bin on wheels where I keep all my travel paraphenalia which I don't use on a daily basis when not flying. Here is another type of stackable storage that gives you an idea.
And I keep a checklist of things I intend to take depending on the purpose of the trip. This could include gifts, power connectors and attachments, batteries, software backup disks, special items of clothing, etc. I don't sweat it as many items can be located away from home easily. But make sure certain things do get special attention as they be costly to replace, such as computer power cords. I always take the "inflight" power connector in case I get bumped to Business or First class on flights which can power my computer. (Don't expect to recharge batteries with the onboard power system, however.) Here's a link to a very advanced Teleadapt system which looks interesting.
In terms of long flights, here is my list - please feel free to add:
1. Personal entertainment
I never rely on the airline to entertain me, and I do get bored easy. So nowadays I travel with:
- my selection of audio recordings, which I play on my Apple iPod. I got this bit of technical wizardry in 2002 and it goes with me always nowadays.
On it I have hours and hours of favourite musical tracks, as well as interviews and spoken-word books. I try to record new interviews before I go and not listen to them, so I have something to look forward to on board. Music, on the other hand, is something I can listen to over and over, and derive enormous emotional satisfaction from listening. I have a variety of preferred musical styles, but a large capacity mp3 player means I no longer have to select just a few CDs but I can take my entire music collection.
I also have earbuds which allow some external noise suppression (as well as better sonic qualities) which enhanced the cocooning effect. Update: July 22, 2001: I travelled to Montreal in June 2007 to present at the Third World Congress on Fear of Flying and on a whim bought a pair of Panasonic noise-reduction headphones in the airport's duty free area. These were less than $100, but there are models such as those from Bose that are several hundred dollars. On all my flights in the US that followed, I noted both how common were iPods, but the number of people wearing active noise cancelling headphones covering the ear.
The standard buds that come with the iPod do not do much for noise suppression, but I found the active noise cancelling 'phones a very effective tool for cutting down cabin noise and rendering the flight more restful. You really ought to consider buying them, and perhaps even check out eBay to see of there are any used ones up for sale. These are really a worthwhile addition to your travel box collection.
- my notebook computer , which links to the iPod. Apart from that, it can play DVDs, has a few games, and allows me time in my solitude to compose email, work on my blog, read downloaded books or magazines, or sometimes even work on the plane. Mine is wireless equipped so leaving the plane often means I can find a wireless hotspot to keep myself in touch with the world. And from time to time another wireless user can be located onboard to chat with using a technology called Bonjour. Another way to while away the hours.
- A stand-alone DVD player. These have come down in price in recent years, and allow you to watch your own DVDs - either commercial or ones you have burnt yourself at home (perhaps the last few episodes of your favourite TV show). Bring extra batteries to last the distance.
- Books and magazines. If you see me on board in the boarding phase, I will be the one walking the plane's aisles to locate magazines to stash away for inflight reading. I rarely buy magazines for such reading, since I usually leave them behind once read, and the airlines I travel with have a plentiful supply. Occasionally I might grab the local newspaper and read it on board in the first hour or so, then it's on to other reading. (UPDATE July 22, 2007 - United Airlines no longer has onboard magazines as a cost cutting exercise it seems.)
I advocate buying or borrowing one of those thick "beach"reading blockbusters several days before your flight, and getting into it so you really savour the undisturbed freedom to devour it for hours.
I can only smile at those people who hunt through the booksellers at airports, hoping to find something to while away the hours. Bad move, in case the purchase proves to be a disappointment. In other words, maximise your chances of looking forward to hours of free time, even if it is on board a plane.
- Travelling with companions might mean you bring some games with you. Cards, travellers' version of Scrabble, backgammon, and chess/checkers are useful.
- People watching. Yep, falls into the category of personal entertainment, and it's free. Occasionally someone else is playing the same game, which could turn out to be lifechanging or a PITA.
2. Personal Sustenance
Food and water
We've all heard the jokes about the quality of airline food, and I won't get into what to eat and not eat in this entry. What I will say is go on board a long flight with the view that the ovens have broken down, and you have to fend for yourself.
Essentially, the food service occurs when the airline decides it fits into its schedule, not your's. Perhaps you have been fed adequately on a connecting flight, and are full when the meal service on the long flight starts, or perhaps you would first prefer to sleep. (Many flights from LA to Australia leave after 10pm local). Then you wake up ravenous, to be told there are some snacks, but otherwise breakfast is in four hours! This deal varies depending on the class of service your ticket purchased.
So, take on board:
- your own fruit, sandwiches, nutritional snacks, and "comfort" food. I particularly like "trail mix" packs, mixed with high quality chocolate in which I can luxuriate, but only if I travel coach or Y class. In C or F (business or first), I don't as the chocolates served there are always as good as you can get! Be prepared to dump unused food items when you arrive. Countries like Australia have strict policies on quarantine items and provide bins for arriving passengers to deposit food items. Use them. Packaged candies are OK, though, although best to declare these foodstuffs at Customs.
- it is essential you come on board with your own water to keep yourself well-hydrated and cool. There may come a time when you get thirsty and cannot leave your seat for a variety of reasons nor can the cabin staff attend to you. Keep your water with you, not overhead since it still means leaving your seat, and maybe clambering over sleeping companions. (UPDATE July 22, 2007 - new regulations for airlines flying into the US mean taking liquids on board has become very limited. Don't take drinks, but take empty drink bottles, and fill them with purchases after you have passed customs and security. Same goes for perfumes and aftershave)
- A cloth towel comes along with your water. This is to dampen and place over your face to cool off and increase the moisture content in the immediate air around. Do not worry about looking strange doing this - you need to look after yourself, not the opinion of others. The same or another cloth can be dampened and placed on your forehead or back of your neck to cool you down. Babywipes or travel wipes are an excellent way to trick your brain into thinking it can turn off the panic button if you handle them in your finger tips then dab them gently on your cheeks.
- The subject of special meals probably deserves a blog entry of its own, but for now there are advantages and disadvantages for ordering a special meal. Some people with medical or religious reasons will order special meals as a matter of course. This needs to be done several days ahead of the flight, and ought to be confirmed for the other legs of your journey if they take place on a different day.
I will often order vegetarian if I travel coach or Y class because I prefer not to eat meat on occasions when taking a long flight. These meals however may not be as filling as other meals so this needs to be borne in mind. Such special meals will usually have your name attached to it, and these are usually served first by the cabin crew, using the seat allocation chart determined at checkin. If you have changed seats once on board, and you have a special meal, be prepared for the cabin crew to come looking for you by seat, not by name, and if they can't find you they may simply return the meal to the galley with the expectation you will make yourself known eventually. If your seat change will be the same for the remainder of the flight (perhaps a 4-row is available so you can sleep, or you bump into a friend and want to sit with them) do let the cabin crew know so they can change the manifest which lists your seat. Keep any seat changes to a real minimum if you have special meals, otherwise you are likely to be served last.
- Ordering a special meal may well limit your opportunity to be spontaneously upgraded unless you have applied for an upgrade ahead of time. Some airlines will not upgrade you if they cannot offer you that class of special meal, unless it's one of a medical or religious nature. They don't like lowering the tone of service in business or first class by serving an economy-style meal.
3. Personal Resources
Into this category falls those miscellaneous items which can make the journey more comfortable, less stressful or more cocoon-like.
I would put here things like
- travel socks
to wear rather than keep your shoes or boots
on. Feet expand in the pressurised cabin so be sure to wear very
comfortable shoes you can easily slip into at journey's end. These socks (ask
your cabin attendant if any spare are on board) can also help insulate feet
against cold floors, and offer an extra layer of protection for other travellers
against Plantar
Hyperhidrosis.- Layers of clothing. These allow you to control your core body temperature as you add or subtract depending on the cabin temperature, set by the crew. Some airlines prefer less air to circulate to improve fuel economy, and this can effect the use of airconditioning packs. Besides politely asking cabin crew to switch on the packs, you are best to do what you can to reasonably manage your own local environment in your cocoon.
Those who ride bicycles in cold weather know the value of layering so that you start with multiple layers, but as the ride progresses you peel off the outer layers one by one. Having layers acts like insulation even if each layer of material is itself light and thin.
Occasionally I see men wearing suits and ties on a long flight, and wonder why. I figure they were either angling for an upgrade in belief that if you look like Business Class, you're more likely to get it when you ask; or they feel naked outside of their armour and so this is their daily dress anyway. Sometimes, they seem to be from the "old school" when travel by air was something exotic and you dressed for the occasion like you were flying a Pan Am clipper across the Pacific. Maybe they are greeting relatives at the other end, and culture demands they dress respectfully.
Whatever the reasons, I suggest not to wear a suit (same goes for women) and if you really need to look sharp at the end of 14 hours, put your suit in a suiter, having first put it in plastic wrap or paper to minimise wrinkling. Then change after you leave the plane before heading to customs and immigration, where there are often long queues before you get to your luggage. In the luggage carousel area there will be rest rooms too, but you may find it troublesome to take your suitcases in there to retrieve your suit.
This is one reason I don't mind flying back to Melbourne from the US or Europe via Sydney, as it gives me a chance to refresh and change clothes for the final short leg home. There is talk that the new Airbus 380s may see some airlines incorporating shower facilities for its premium paying passengers.
- Some people have taken to wearing specialist clothing especially for their feet and legs in an effect to minimise the chances of DVT, or Deep Vein Thrombosis. Long periods of physical inactivity, whether on planes, trains, buses, cars, lecture theatres (really long lectures!) and being bed-ridden have been linked to DVT.
Recent legal challenges to some of the world's airlines, and their media coverage, with regard to flyers who became unwell or died soon after long journeys have brought DVT to the public's gaze, especially fearful flyers. Your best bet is to arm yourself with the best information possible, and if need be, consult your medical practitioner. (Vexatious claims against airlines for all manner of passengers slights is also not uncommon)
- If you always travel in first or business and are afforded the comfort of reclining seats, you'll find it pretty easy to fall asleep. Most airlines flying very long routes have placed a premium on fitting out these cabin sections with seats which recline almost flat, to 180º.
Those in coach class don't fare so well with narrow, much less reclining seats. What doesn't help is the pitch or distance between rows, so that of everyone reclines it makes it difficult to get comfortable. Still, on our route between Australia and West Coast North America, thousands of people takes tehse lfights daily and survive the conditions!
The idea is to trick your body into believing it is getting some rest and sleep. There are several things you need to do. One is to wear comfortable clothes, perhaps even change into a t-shirt or top to sleep in. The other is fool your body into believing it's in bed! That means trying to straighten our body as flat horizontal as possible, and elevating you feet off the ground. I do this by using my computer backpack as a footstool under the seat in front of me, and wearing socks, as described above. I also use soft pillows or the blow up type that goes around the neck. I choose fabrics for these that are cloth not plastic. I also wear the blanket provided, and some people have been known to bring their own, since the airline-supplied ones can be a little thin and non-insulating.
Some people have found other ways to improve their sleep possibilities with devices like that below:
See how the guy behind has tried to get himself as horizontal as possible rather than be cramped with restricted breathing like the woman in front?
A good travel store will have all sorts of accessories to help you travel better, and getting rest will definitely help you recover faster from a long flight.
By the way, head to the restroom and do your normal before bedtime routine too is another way to encourage your body towards getting some sleep.
Section 4: So far I have covered personal needs and things to bring on board. I keep adding to this entry as I hear other people's stories and continue to travel as well.
At some point in a very long flight, the lights will be dimmed in the cabin to encourage passengers to sleep, especially if we are flying through the night. Depending on which direction we are travelling, we are either chasing the sun, or moving towards it. This will determine how long is the day or night in terms of sunlight. For instance leaving Australia in winter to travel to the US (heading East) we "meet" the sunlight which is heading west. If we leave Sydney at say 2pm, and would normally expect dusk to occur four hours later at 6pm local, we may in fact only fly for two hours before its starts getting dark, at 4pm local in Sydney). But we may have crossed two time zones by then, which would make it 6pm at that new location! Just another disorienting aspect of flying that our bodies and brains have to get used to...
Flying the opposite direction, West to East, we chase the sun, as we are going in the same direction, and this can stretch out the day or give us a short night, depending on the season. Remember also that if we are travelling from LA to Melbourne, we are also crossing the equator and the International Date Line. This means that if we leave LAX at 10.30pm Monday night, we are likely to arrive in Melbourne something like 6.30am Wednesday morning! Say goodbye to Tuesday!
And if we do this trip in July, we will go from the heat of summer, to the cold of winter, where we look for the Sun to be in the North, while in LA it was to the South. But don't worry, it still sets in the West! It can be disorienting, but thousands of people do it everyday with no ill effects, so it's just another part of flying.
During night flying, the cabin crew will go through other possibly unfamiliar activities if you've not flown long distances before. They are likely to ask window-seated passengers to close their window shades soon after take-off (under law, they must be open for takeoff and landing), so that sunrise doesn't see glaring light invade the cabin and prematurely waken people. They may also ask the same during the daytime if they intend showing movies on a cabin screen (rather than individual displays), and the glare can wash out the projected picture.
Hopefully, soon after take-off you will get from the crew, both flying and cabin, some information about the flight. This can take quite some time by the way, much longer than post take-off messages on short flights. That's because there is often much more information you need to know about, such as:
1. Flight duration
2. Initial cruising altitude, expected weather throughout the flight (weather at the destination is not likely to be delivered at this point).
3. Information about amenities (location of toilets, seating area limitations by class of travel which is often spoken of politely but strictly enforced - don't even try sneaking in to another class of travel up from your own. You are asking for trouble, and in today's travel climate - more edgy - it's not worth the risk. That said, if I am in First or Business I will often walk the length of the aircraft to stretch my legs. I have never been questioned by cabin crew when I return from economy so go figure.
4. Information about inflight entertainment: schedules of movies and titles, how to work individual controls on seats and displays, meal schedules, duty free selling, etc.
5. You can expect a reminder about leaving your seat belt on whenever seated, and to note when the seat belt sign comes on as a signal to return to your seat. Here's the place to make an important self-care announcement. Even if you don't think you can sleep on a plane, you may be surprised how tired you become especially if it's a night flight, and you have had a meal. Expect you may doze off, which for some fearful flyers is a sign of progress! I would see it as one too!
In that vein, make some preparations for sleep.
Use the blanket airlines supply on overnight flights. But make sure you put your seatbelt over the blanket. If you do fall asleep, and the seatbelt sign comes on, you will be awakened by cabin crew to make sure the belt is fastened. Under the blanket it can't be seen and they won't lift the blanket to check - they do respect your privacy! Similarly, if you want to miss a meal and not be woken up for meal service, ask for a sticky label you can wear that states, "Don't wake me up!" You can even make one for yourself before you leave.
6. You will be told to sit back, relax and enjoy the flight. This is not the time to upset other passengers by laughing out loud, and saying loudly, "You're kidding of course!"
Section 5: Very long endurance flights require a great deal of fuel which will be burned during the flight. For that reason, aircraft on long flights take off much heavier than when they land, having burnt a great deal of their initial weight in fuel.
This has a couple of noticeable consequences which can trigger anxiety in the unknowing passenger.
The first is the take-off run.
Of all the ground-based events, this will be the first one that stands out, apart from perhaps being on a wide-body jet for the first time.
While you have been farewelling family and friends, passing through Customs and Immigration, and waiting to board your flight, the technical crew have been preparing the flight details. Some of the important numbers they will be calculating will be the speed at which they can "rotate" the aircraft on its undercarriage (by pulling back on the control column or sidestick) and it can "unstick" from the runway, and climb out. This speed, known as Vr (velocity of rotation) is calculated from figures found in the aircraft's flight manuals, based on many months of flight testing by the aircraft's manufacturer.
It is determined as a combination of the aircraft's total weight (plane, passengers and baggage, freight, fuel), outside temperature, elevation above sea level, runway length and wind direction.
All these factors are compared to standard charts and various speeds are calculated. The two calculated speeds that you will hear called if you watch documentaries on flying are V1 and Vr.
There are many websites where you will hear descriptions in detail of these terms, but right now you know one of them, Vr. The other, V1, is a speed that varies, yet is calculated for each and every flight. It is also referred to as "decision speed", and it is at this speed that the flying pilot (PF) decides to continue or abort the takeoff run Prior to reaching this speed, any decision to abort the flight for whatever reason will yield enough runway length to bring the plane to a complete halt on the runway in an emergency stop and using brakes alone.
Once V1 has been reached, there will not be enough runway left to pull up, and the plane is committed to take off. For this reason, when the nonflying pilot (PNF) who is monitoring speed and engine parameters, as well as radio communications, calls V1, the pilot flying takes his or her hand from the throttles. This is to prevent any reflexive retarding of the throttles.
Vr is then called (the latency between V1 and Vr varies from aircraft type to aircraft type, as well as conditions on the day of flight) and the plane is rotated by the pilot gently pulling back on the wheel or joystick. This cause the elevator to deflect upwards bringing the tail down, changing the angle of attack of the wings, and the plane has no choice but to fly.
On long duration flights, it can take quite some time to reach these critical speeds, necessitating taking off on the airport's longer runway (if there are more than one) which may occasionally mean a crosswind is present. Sometimes the takeoff roll may be both long and a little bumpy as the plane's direction is maintained down the runway centreline.
As well, climb out may be feel a little slow and the aircraft interior may rattle and vibrate just after takeoff while the engines are under full power. This is perfectly normal and not a sign the aircraft is coming apart. Hearing or seeing the overhead luggage bins vibrate is also normal at this time since they are flexible components which can resonate with the powerful engine thrust.
Climb-out can often feel quite slow given the high take-off weight, and we can expect a gradual climb to the first cruising altitude perhaps under 30,000 feet until sufficient fuel has been burnt to allow climbing to higher levels and better fuel efficiency. Again, these flight parameters have been calculated during the crew preparation phase pre-boarding and are checked, cross-checked and rechecked since fuel is a critical factor in commercial flying, tightly bound up with expected weather en route. It actually takes more fuel to get and keep the aircraft at high levels than is saved at that altitude, so the flight is conducted over a number of climbing phases.
The change from initial cruise to the next cruise phase will often go unnoticed, but occasionally will be felt and heard as a slight surge of engine power. This could also occur due to weather changes and forecasts of aircraft ahead in the same area suggesting a different altitude be tried to avoid thunderstorm activity. This will explain why there can be thrust changes during what ought to be the smooth cruise phase of the flight.
Also, various forms of mild to moderate turbulence or buffeting might see the aircraft's speed come back slightly until the area of turbulence is cleared in which case power is re-applied and a gentle acceleration felt briefly.
Once the aircraft has reached it final cruising altitude, things become quiet and most settle down to the long flight. If you're flying an airline with individual movie screens, you can often choose what to watch and when. Older aircraft may still use one large projector in each cabin area which means there may be an all night movie marathon. For that reason, the very front row at the bulkhead where the screens get pulled down are disadvantaged by the light show, so you might consider bringing with you a sleep mask (tested for its effectiveness before the flight). I am light sensitive so always wear one of these if I expect to sleep, as well as using earplugs to help my sense of isolation and cocooning. Some people are frightened to have such sensory deprivation knowing they are flying, so each person needs to find out for themselves what works best.
Some people will spend the night reading, playing cards, watching the movies or pacing about. The latter are often the smokers who are not used to such long periods without a cigarette, and I don't envy them their 14 hours of cold turkey!
That said, you need a plan if you find sleep difficult. You don't need fears creeping up on you when you're tired but sleepless. So this may mean immersing yourself in a book thriller, listening to soothing music, writing a diary entry, playing solitaire on your laptop or smartphone, or whatever you would do at home when you can't sleep - apart from getting out of bed and doing some ironing or laundry folding!
Section 6:
Imagining you got a little sleep, you will likely wake and find other around are also starting to wake. For those hours you were asleep the engines and systems were going about their task without complaint and they are built to do so for very long periods as long as there is fuel and small amounts of oil for lubrication. Large engines like those on Boeing 777s may also use a litre or two of oil on a trans-Atlantic flight compared to the many litres that were need in the days of piston-engine flying.
Usually about 90 minutes out from the destination another meal will be served especially if this is the overnight flight, arriving say in Australia in the early morning. People will often look forward to this meal, and it may feel very odd to have been served several meals on board a plane. This truly brings home how long some of the trans-Pacific flights can be. Once the meal service is over, passengers usually begin their own preparations for arrival, visiting restrooms to shave and freshen up, then back to their seat to fill in any Customs forms needed for entry. It passes the time to do these on board, but they can also be found in the airport on arrival. Personally, I complete them on board, then stow them with my passport in a secure part of my backpack where I can also get easy access to them.
I also pack away any equipment I may have used during the flight, like my computer, iPod, PalmPilot, and so on, and check I have ready access to any other carry on luggage I may have stored in an overhead bin away from my seat, which could have been moved by someone else during the night. You don't want to be standing up with disembarking passengers all around you while you search for missing luggage.
In first or business, you will be handed back quite ahead of time any coats you may have had stored for you by the cabin crew in lockers. This part of the flight, the last 45 minutes or so of a very long flight, can feel quite surreal, knowing that not long ago you were in the USA, and now you're so close to a new country thousands of miles away. This is a time to collect your thoughts, and praise yourself for a job well done, one that many people voluntarily avoid, even if they are not fearful flyers, but because they are uncomfortable being so far away from home.
Section 7: Dealing with Claustrophobia ("I won't be able to get off if I need to!") - added July 22, 2007.
One of the many fears which prevents people from flying long distances is claustrophobia. This is a very real and scary set of fears which flying long distances accentuates. Oftentimes, people first experience these fears with very strong urges to get out and find safety in elevators, tunnels, under houses, or in rooms or theatres where easy escape seems difficult.
Because it is such a prominent feature for many flyers, soon I will to give it its own category in this blog to which I will keep adding.
Posted: Wednesday - April 28, 2004 at 02:24 AM |