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Getting some rest on a long-haul flight can be tough, but a flight attendant with 27 years’ experience shares her top sleep hacks – including how seat choice makes all the difference

The summer holidays are just around the corner, and if you’re among the millions of Britons preparing to jet off abroad, there’s one crucial detail you need to be aware of. For those fortunate enough to be taking long-haul flights, catching any shut-eye during the journey is often considered an impossible feat — but that’s not strictly accurate.

Sherry Peters, an international flight attendant with 27 years’ experience and founder of Atlas + Wild, has revealed her top tips for managing to sleep on flights — and much of it hinges on where you’re seated.

She said: “Seats near the galley or toilets are the absolute worst if you’re trying to sleep. There’s constant foot traffic, people queuing, lavatory doors slamming, and constant crew activity, it’s almost impossible to get uninterrupted rest.”

She advises securing a seat as far from this area as you can — and if possible, try to bag a window seat for a better shot at some proper rest, reports the Express.

She said: “Being next to the window gives you much more control over your environment, which is key to falling asleep.

“You can close the shade, lean against the wall for support, and avoid being elbowed by people passing in the aisle. It’s one of the closest things to a controlled sleep environment on a plane, even if you only have one or two hours, it makes a huge difference.”

Peters explained that many travellers mistakenly assume sleep will simply happen naturally — but when you’re squeezed into an economy seat, you need to actively work at getting yourself to drift off.

There are, however, a few techniques you can use to fool your brain into getting some rest.

She said: “Most people blame jet lag or the flight itself, but often it comes down to how to control your environment and if you are staying hydrated.

“I may not be able to control the time of day, but I can control noise and light by closing the window shades and using noise-cancelling headsets. I may not be able to control that I’m surrounded by 300 people who are wide awake, but I can control how much I get jostled. That’s how I trick my body into thinking it’s time to sleep, even mid-flight.”

Shutting the window blind the moment the plane takes off, paired with an eye mask and a neck pillow, can significantly reduce light and boost comfort.

Opting for a window seat allows you to lean against the side of the cabin for a more restful position, giving you the best chance of grabbing a few hours of much-needed kip.

Peters said: “Even if I only have one, two, or three hours, every minute matters. I use various strategies to maximise rest wherever I am, planes, trains and hotels.”

Ryanair was established in 1985 and has gone onto become one of the most popular airlines in the world, thanks to its budget-friendly flights. Now, the airline has shared the one mistake passengers always make

Ryanair has detailed the one mistake the average passenger continues to make and it’s caused quite a stir. The budget-friendly airline is famed for its reasonably priced flights, boldly declaring on its website that it offers “Europe’s lowest fares”.

Founded in 1985 by Irish aviation executive Christopher Ryan and Irish billionaire businessman and philanthropist Tony Ryan, the company was named after its founders. Today, it boasts a fleet of more than 600 planes.

It operates 3,500 short-haul flights per day and serves around 230 airports in more than 40 countries across Europe, as well as in Turkey, Jordan and Morocco.

Like many companies, Ryanair maintains a consistent presence on social media. In a recent video posted on TikTok, the airline humorously poked fun at a common travel blunder many people are guilty of making – packing suitcases which are too large.

All Ryanair fares “include one small personal bag (40cm x 30cm x 20cm) that must fit under the seat”, which may be a handbag or a laptop bag.

Ryanair’s baggage policy states: “Additional options include Priority boarding with a second 10kg cabin bag, checked bags of 10kg, 20kg (up to 3), or 23kg (1 allowed).

“Infants have no cabin allowance but may bring a 5kg baby bag and two baby equipment items free.”

But it seems some passengers fail to check the size of their bags. In the TikTok clip, an animated image of a man holding a comically oversized bag could be seen moving across the screen towards the check-in desk.

Text written over the top of the footage branded the man an “average Ryanair passenger”. In a voiceover, he is told: “Your bag is too big, sir.”

The voiceover then detailed a string of excuses and responses Ryanair staff often hear, including “it fit at home”, “this is unfair”, “how could you do this?” and “I’m never flying Ryanair again”.

The lighthearted video has, so far, gained 245,900 views and hundreds of comments. One TikTok user said: “It is like their first time every time! Never ceases to amaze me. It is not as if you don’t get enough reminders either as to what you have booked and paid for…”

Another jokingly asked: “What bag should I bring then?????????” A third shared: “My uncle does that.” To which, Ryanair replied: “He will be charged.”

But someone else quipped: “Does paying extra at the gate magically make the bag smaller/lighter?”

One person said: “At the gate they say that you can carry 2 bags a person though.” Another quipped: “I’ll just travel by unicorn instead.”

The low-cost Irish airline is headquartered in Swords, County Dublin, Ireland. Based on the annual number of international passengers carried, the fleet size and the number of flights, Ryanair is the largest airline in the world. It’s the second-largest airline worldwide based on market capitalisation after Delta Air Lines.

It boasts a fleet of 613 planes, including 26 leased aircraft.

Approximately 95% of aircrafts used by Ryanair are single-aisle Boeing 737s. The 737-8-200 was designed by Boeing specifically for Ryanair in order to help the company carry more people at a lower cost per passenger.

The Cold War-era Lockheed AH-56 Cheyenne might have been plagued with issues, but there’s no doubt it was among the world’s most advanced helicopters of its day. The AH-56 was so fast, and its features so ahead of their time, that the U.S. Army has decided to port over its name for its highly anticipated MV-75 tiltrotor, now officially named the Cheyenne II. The name also continues the Army’s tradition of naming its helicopters after great Native American tribes, and will find its place among icons like the Apache, Chinook, and Lakota.

In 2022, the Army picked a design from Bell, based on that company’s V-280 Valor tiltrotor, as the winner of its Future Long-Range Assault Aircraft (FLRAA) competition. In January of this year, the Army confirmed to TWZ that it planned to accelerate its timeline for the MV-75 by multiple years, fielding the first examples in 2027 versus 2031.

The rollout took place today at the Army Aviation Association of America’s Army Aviation Warfighting Summit in Nashville, Tennessee. Speaking to journalists, including TWZ, before that event, Maj. Gen. Clair A. Gill, the commanding general of the Army Aviation Center and Portfolio Acquisition Executive — Expanded Maneuver Air, announced the MV-75’s rollout as “a pivotal moment for Army Aviation, for our soldiers.”

In keeping with other Army rotorcraft, the MV-75’s name also honors a Native American tribe (more accurately, two tribes), the Cheyenne.

As Maj. Gen. Gill explained: This name reflects more than heritage. It reflects identity. The Cheyenne people inhabited the Great Plains for 400 years, adapting to a harsh and unforgiving environment as highly proficient hunters and gatherers. Their way of life required constant mobility, organized around nomadic buffalo hunting, enabling them to assemble, disassemble, and move quickly to meet the demands of their environment. In many aspects, that same ability to rapidly organize, reposition, and operate with precision is reflected in the MV-75 platform.”

“Life in that environment demanded resilience and strength,” Gill continued. “Tribes navigated rivalries, dirt, conflict, and adapted as Westward expansion reshaped the landscape around them. Today, the Cheyenne are represented by the Northern Cheyenne tribe in Montana, in the Cheyenne and Arapaho tribes in Oklahoma, whose legacy reflects the proud and enduring warrior tradition, ground and protection, provision and leadership. Those values demand capability, and in today’s fight, that capability comes in the form of speed, range, lethality, and adaptability. That spirit of mobility, resilience, and disciplined strength is what the name Cheyenne II represents.”

As for the other, historical Cheyenne, the AH-56, this was a first-generation attack helicopter drafted during the Vietnam War. Most impressively for the time, the helicopter could hit a 224-mile-per-hour cruise speed and dash at speeds up to 240 miles per hour, driven by a nearly 4,000-horsepower turbine engine and a pusher propeller on the tail boom.

F 03873 US Army Lockheed AH-56 Cheyenne multi weapon attack Helicopter

While it boasted incredible performance and was packed full of advanced features, the AH-56 was destined for failure. A combination of technical issues, program management shortfalls, changing procurement priorities, high cost, and a fatal crash in 1969 saw the program terminated. But despite never entering service, the Cheyenne left a profound impact on the concept of close air support and attack helicopter design and today holds a special place in military aviation history.

On the other hand, there are plenty of obvious differences between the AH-56 and the MV-75, not least their missions. They also had different prime contractors, and, the Army must hope, will have very different outcomes.

Maj. Gen. Gill continued: “What the [AH-56] Cheyenne was when it was initially conceived in the 1960s was a transformational leap ahead in technology. It was a rotorcraft when we were still learning how helicopters flew and how we could get the maximum utility, speed, and range out of them. And the Cheyenne, at the time that it was developed, was completely different. It had a pusher prop on it that allowed it to achieve speeds that we hadn’t seen before. You could draw a lot of parallels between going from the current fleet of rotorcraft that we fly, that is really 1960s, 1970s-era technology … to what we’re doing with the tiltrotor technology. Twice as far, twice as fast, vertical takeoff and landing, but flying at airplane speeds. You can certainly draw the metaphor there if you want, between the AH-56 back in the late 1960s and the MV-75 today.”

Continuing on the transformational theme, Brent G. Ingraham, the Assistant Secretary of the Army for Acquisition, Logistics, and Technology, provided his assessment of the MV-75, describing it as “a generational capability for the Army,” and one that “truly fundamentally changes how commanders think about distance, time, and maneuver on the battlefield.”

Ingraham continued: “It combines the vertical lift of a helicopter with the speed and range of an airplane, allowing us to project combat power from safer distances, penetrate deeper into contested environments, and deliver soldiers where they are needed most, faster than we ever have before.”

For the soldier, this means “restoring full-squad insertion at extended range, expanding medevac reach well beyond today’s Golden Hour, enabling large-scale, long-range air assault operations that can reshape the battlefield,” Ingraham added. Just as critically, the Cheyenne II will be able to self-deploy globally, reducing cost, complexity, and response time in a crisis. This is also especially relevant for future operations in the Indo-Pacific region, where operating locations and objectives are likely to be dispersed across large areas with limited options for making intermediate stops.

Ingraham also noted another key aspect of the program, namely the incredibly aggressive schedule to get it into service. Claiming the program as an “acquisition success story,” he described the team moving “with urgency while maintaining discipline.”

The MV-75 is designed around a modular, open-systems approach, with a digital backbone that should make it easier to adapt and upgrade as the program evolves.

“That means we can rapidly integrate new technologies, adapt to emerging threats, and avoid the costly redesigns of the past,” Ingraham said.

Ingraham confirmed that the fielding timeline is being accelerated, which means the first Cheyenne II unit should be equipped in Fiscal Year 2030. Exactly how realistic that ambition is is something that we will discuss in a follow-on story.

As Ingraham said, speed matters, not just in the air, but in acquisition as well.

“We did it through strong partnerships across industry, the requirements community, and our operational units like the 101st [The 101st Airborne Division, the Army’s premier air assault unit, and the first unit set to get MV-75s], ensuring this platform is not just technologically advanced, but operationally relevant from day one. Simply put, the MV-75 Cheyenne II is how we deliver capability at the speed of relevance.”

For a rotary-wing program that puts a lot of emphasis on speed, its new Cheyenne II name is especially appropriate. Let’s just hope its warp-speed development doesn’t end the same way as its partial namesake.

Contact the author: thomas@thewarzone.com