2) What is the 10k limit on using electronic devices? I understand about it messing up the navigational systems, but what prevents it after going passed 10k feet.
3) I was in Phoenix last week getting ready to take off & our flight was delayed because of a storm, however another carrier was still taking off. While in flight, the captain mentioned this & said that he wasn't going to risk his license.
Who makes the decisions at the airport to delay a flight (Airline itself, the Airport ?)
4) Why do they cut the main lighting right before take off?
5) Why does it feel during some forms of turbulance, that the plane feels like it dropped 20 feet really quick?
6) Is it true, that most airlines don't allow the same pilot & co-pilot to always work together?
7) On Multi-leg flights, is it the same pilot & co continuing the flight after the first landing, or once a plane lands, a new crew comes on.
Thanks
(1) It's hard to say without hearing this, but it could be a flight attendant call (for intercom or passengers, etc.).
(2) The 10,000-foot limit is arbitrary. Critical phases of flight, such as take-off and landing, normally take place below this altitude at most airports, and during these phases, potential electronic interference with aircraft avionics is more of a hazard than it would be during the cruise phase of flight. Nothing prevents electronic devices from interfering with aircraft systems above 10,000 feet (the risk of them doing so does not change), but such interference would almost certainly have far fewer consequences, and in any case most electronic devices don't interfere with the aircraft, anyway. The prohibition during certain phases of flight is purely precautionary.
(3) The pilot in command is the final authority and makes the final decision concerning whether or not to take off. Some pilots are more willing to take risks than others in marginal situations. Apparently your pilot was more worried about safety than keeping to a schedule. Whether or not a pilot risks his license by taking off in bad weather depends on a great many things, but usually he risks mainly his life (and that of his passengers), not his license. No pilot with a brain flies into a thunderstorm, but the edges of a thunderstorm may leave some room for discretion (I prefer to simply wait it out on the ground rather than roll the dice, however).
Airline officials can make decisions concerning whether or not a flight should leave, but the final decision is still with the pilot. Obviously, pilots who conflict regularly with their employers may have career problems, but if they err on the side of safety, at least they'll live.
(4) The cabin lights are dimmed so that it's easier to see the situation outside the aircraft (fire, debris, obstructions) in the event of an accident.
(5) It's usually an illusion. The aircraft may only move a few feet, but it does so quickly. A climb or descent of 20 feet is certainly possible, and quite harmless, but since the aircraft is moving quickly and tends to change altitude quickly, the change can feel much larger. Remember that the aircraft is moving at nearly 600 mph (ten times the speed of a car), and a drop of two feet in three hundred feet of travel is a lot more noticeable at 600 mph than it would be at 60 mph.
(6) Airlines have wide discretion in how they assign crews, but a well-trained crew should not have any difficulties in terms of one person working or not working regularly with another. With proper training, most personality issues can be overcome or set aside and any crew member can work with any other, so special scheduling rules are not necessary.
(7) This also depends on airline policy and on regulatory limits on crew hours. The latter cannot be ignored, and so pilots who risk exceeding their limits must be replaced (in theory). Beyond that, the airline may schedule crews at its discretion. Logically you'd keep the same pilots for all legs of a flight, if the legs aren't too long and their within their working-hours limits, and it seems to be widespread, but this isn't mandatory. On very long flights, there may even be relief pilots on board so that they can work in shifts.
1.the ding you hear could be the attendant calling another attendant through the flight interphone system
2.under fl10 is the most critical time that you need no interference
3.the airport authorities make the call
4.not to impede the sight of any inbound pilots eyes
5.its called clear air turbulence
6.true
7.same pilots unless they are really close to going over the maximum continued flight time(12 hours)
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