pilots

It’s a nauseating, mind-boggling condition people literally lose sleep over, but help is at hand from a veteran of the skies who shares his best tips

Post-holiday blues are a nightmare, even more so if you suffer from jetlag after a long trip. Feeling like your body operates on a different time zone once you come back home is disorienting.

But there are ways to beat the nasty phenomenon, according to a travel expert who has seen and done it all. Even more remarkable is that these are simple tweaks that do not cost a thing.

Al Smith is a seasoned pilot, currently working as senior first officer for British Airways. He is no stranger to jetlag, having flown across time zones and seen sunrises from the comfort of his own cockpit.

He follows a strict sleep routine to ensure he is fresh as a daisy whenever he is manning a plane. In a recent edition of British Airways’ High Life magazine, he said: “After years on short haul, I had a rhythm – early starts or late finishes, never both.

“But long haul is a different game. These days, I spend at least one night a week wide awake under the stars – but that doesn’t mean I have to lose a night’s sleep.

“I plan ahead: sleep before departure, nap after landing and squeeze in a siesta when I can. The key?

“Prioritising rest and making time for it, no matter what time zone I’m in.”

Top 10 tips to beat jetlag

1. If the hotel curtains don’t close properly, grab a coat hanger with trouser clips and clip the curtains together. It’s a lifesaver for daytime sleeping.
2. Limit alcohol.
3. Don’t sleep for more than three hours on landing day. If it’s after 3pm, try to stay up and just go to bed early.
4. If you’re a tea lover like me and nothing else will do, invest in quality decaf tea. It’s perfect for enjoying at any time of day or night.
5. Strategic napping is essential – just don’t do it on a subway in Tokyo.
6. Turn your phone to dark mode and switch on ‘Sleep’ or ‘Do Not Disturb’ at bedtimes.
7. Don’t go shopping just to kill time on landing day – you will only buy things you don’t need. Early in my career, I woke up to find I’d cleared out the entire miniature toiletries section of Walgreens after landing in Seattle.
8. Don’t oversleep while recovering from jet lag – in my experience, it prolongs my adjustment time.
9. Get outside and do some light exercise. Sunlight is a natural reset for me and is essential when it comes to acclimatising.
10. If you’re trying to stay up, never sit on the bed! Trust me – before you know it, you’ll be on your back and spark out. You’ve been warned!

Among the most important things for people to get right is their sleep hygiene. According to Al, it helps the body adjust to a new time zone easier and more effectively.

He said of his own experience: “Every time we’ve moved house, my first priority has been: ‘How do I make my new bedroom feel like the best hotel room ever?’ I prefer total darkness when I sleep – I highly recommend plantation shutters with a blackout screen.

“Zero light is incredible and allows me to sleep both day and night. Temperature is also vital.

“I think I have a two-degree tolerance before I’m either too hot or too cold. Yes, it’s the UK – but it reached 40°C in the last few years.

“Air-conditioning is the way forward! And quality bedding is another must.”

One of the main symptoms of jetlag is insomnia and it’s something Al also had first-hand experience of. He told the magazine: “There have been occasions where oversleeping on what we call ‘landing day’ – a sacred day that should be free of tasks – has led to bouts of insomnia.

“It’s taken me years of flying to figure out that if I check the clock twice and it’s still within the same hour, it’s time to get up, have a warm drink (obviously not caffeinated) and watch a bit of TV. Otherwise, I spend the entire night tossing and turning.”

Individuals training to become U.S. Navy tactical jet pilots are no longer required to take off and land from aircraft carriers before being winged as Naval Aviators. This is a huge change in training requirements and has important ramifications for the service’s plans to replace its current carrier-capable T-45 Goshawk jet trainers.

Our colleagues at Task & Purpose first reported the elimination of carrier landing qualifications from the graduation requirements for the Tactical Air (Strike) aviator training pipeline earlier today. This pipeline currently produces new pilots to fly the Navy’s F/A-18E/F Super Hornet and F-35C fighters, as well as EA-18G Growler electronic warfare aircraft.

“The final strike carrier landing qualification occurred in March of 2025,” a Navy official told Task & Purpose. “Students in the strike pipeline, those training to fly F/A-18s, F-35s, and EA-18Gs, are no longer required to qualify by landing on a carrier prior to graduation.”

Naval aviators who come out of the Tactical Air pipeline will now conduct their first carrier qualifications when they reach a Fleet Replacement Squadron (FRS). These units provide initial training on the specific type of tactical jet that those individuals have been assigned to fly.

TWZ has reached out to the Navy to find to what degree Field Carrier Landing Practice (FCLP) landings and touch-and-goes on aircraft carriers are still part of the undergraduate Tactical Air training syllabus. FCLPs are conducted at bases on land, but are structured in a way that “simulates, as near as practicable, the conditions encountered during carrier landing operations,” according to the service.

As noted, just eliminating carrier qualifications from the undergraduate training requirements is a fundamental change in how the Navy produces new Naval Aviators to fly tactical jets. The procedures for taking off from and landing on an aircraft carrier bobbing up and down at sea are significantly different from those when operating from an airfield ashore.

“It’s what makes naval aviation unique,” Sterling Gilliam, a retired Navy captain who is now the director of the National Naval Aviation Museum in Pensacola, Florida, told Task & Purpose when asked about the change. “Audacity has kind of defined Naval Aviation, and the uniqueness of carrier operations, specifically fixed wing launches and recoveries, requires a fair amount of skill and practice and professionalism.”

At the same time, the change does not come as a complete surprise. In 2020, the Navy announced that the requirements for a future Undergraduate Jet Training System (UJTS) jet trainer to replace the T-45 would no longer include the need to be able to land on or take off from an aircraft carrier. In the past year or so, service has also moved to cut demands for the forthcoming UJTS aircraft to have features needed to conduct FCLP landings.

All of this has come on the back of Navy investments in virtualized training and automated carrier landing capabilities, such as Magic Carpet, in recent years. Those developments have already proven to be controversial, prompting concerns and criticism about potential impacts down the line from cutting what have long been considered essential naval aviation training requirements.

“Carrier qualification is more than catching the wire. It is the exposure to the carrier environment and how an individual deals with it,” an experienced U.S. Navy strike fighter pilot told TWZ back in 2020. “The pattern, the communications, the nuance, the stress. The ability to master this is one of our competitive advantages.”

The UJTS requirements still have yet to be firmed up, at least publicly, ahead of the start of a formal competition, which is expected to kick off next year. The Navy has said in the past that the goal is for the first UJTS aircraft to enter service by 2035 and for the T-45 to be completely phased out by 2040.

The removal of carrier qualifications from the Tactical Air pipeline already shows the Navy is not waiting for the arrival of UJTS to make major changes to its naval aviation training requirements. This would seem to make it increasingly less likely that the service will reverse course on the related changes to the UJTS requirements, at least when it comes to what is needed from the aircraft landing-wise, which will have significant ramifications for the upcoming competition.

Just last week, the Sierra Nevada Corporation (SNC) announced its intention to compete for UJTS with a proposal that puts heavy emphasis on still being able to perform FCLP landings and touch-and-goes, as you can read more about in detail here.

“You want … your – I call it your lizard brain – to be trained to do the things you are going to do when things go south on you, because the way a [former Air Force pilot] like me lands an airplane is 180 degrees different than a carrier guy,” Derek Hess, Vice President of Strategy at SNC, told TWZ‘s Jamie Hunter on the sidelines of the Tailhook Association’s main annual symposium last week. “I touch down, go to idle. He touches down, slams down, goes to MIL [maximum non-afterburner thrust], and is ready to take off again.”

“This is why FCLPs are so important,” Ray “Fitz” Fitzgerald, Senior Vice President of Strategy and Technology at SNC, also said while speaking alongside Hess. “On that dark, stormy night, and everything’s just going bad, you rely on muscle memory, right? So when you think about muscle memory, as a carrier aviator, you’re on speed, so you’re on the right AOA, so the hook and the gear are the right AOA to trap, and everything hits at the same time. If I’m at a slow AOA, it means my nose is up, which means the hook grabs first and slams you down. You can break a jet like that. If I’m at a fast AOA, the nose is lower, hook is up, you skip across, and you go flying again, which is not good either.”

“So that muscle memory, I mean, it’s what will save lives,” He added.

Boeing, Lockheed Martin (in partnership with Korea Aerospace Industries), and Textron (together with Italy’s Leonardo) are also set to join the competition, but with aircraft based on existing land-based jet trainer designs that were not built for carrier operations, real or simulated.

More clarity on the Navy’s future vision for training future naval aviators will come when the final UJTS requirements are released. In the meantime, a major watershed moment has already occurred with the end of carrier qualifications as a graduation requirement for future tactical jet pilots.

Update, 3:30 PM Eastern:

A U.S. Navy official has now provided TWZ with the following additional statement:

“Students in the strike pipeline, those training to fly F/A-18s, F-35s, and EA-18Gs, are no longer required to qualify by landing on a carrier prior to graduation. However, future E-2 [Hawkeye airborne early warning and control aircraft] pilots and international military students will complete carrier landing qualifications on a ship in the T-45 while in student training. Field Carrier Landing Practice (FCLP) landings ashore are still required for graduation. The strategic decision of moving carrier qualifications from the training syllabus to their fleet replacement squadrons was driven by increased technological capabilities in the fleet, as well as the need to reduce training pipeline times, enabling the fleet to receive qualified pilots faster. After earning their initial qualifications after graduation, naval aviators in the strike pipeline are required to complete touch-and-goes and carrier landings at sea during their assignment at the Fleet Replacement Squadrons (FRS).”

Contact the author: [email protected]

Naval aviators need to be able to trust any future drone wingmen as much as their human counterparts, a U.S. Navy strike fighter tactics instructor has told TWZ. This echoes past comments from members of the U.S. Air Force and U.S. Marine Corps, and is set to be a critical factor in turning the Navy’s still very nascent and evolving crewed-uncrewed teaming vision into a reality.

Navy Lt. Cdr. Mark “Tugboat” Jbeily talked about ‘loyal wingman’ type drones, now commonly called Collaborative Combat Aircraft (CCA), and crewed-uncrewed teaming, and how they factor into his service’s plans for future carrier air wings, with our Jamie Hunter at the Tailhook Association’s annual symposium today. Jbeily is a career F/A-18 pilot and TOPGUN graduate currently assigned as an instructor to the Strike Fighter Weapons School, Pacific (SFWSPAC) at Naval Air Station Lemoore in California.

“I think, currently, we’re [the Navy] still figuring out exactly what the specific type of [CCA] platform is going to look like, how it’s going to integrate into the air wing, [and] how we’re going to use it for maximal advantage,” Jbeily explained. “But I think some common themes … are going to be consistent regardless of the specific platform, range, vendor, whatever it is.”

“You know, the wings on your chest are a sign of trust, ultimately, right? They represent that you’ve been through an established training pipeline. You’re going to behave in a predictable manner, in a standardized manner. We can trust you with this awesome power of an F-18 or F-35,” he continued. “How do we take that concept of trust and now bring it to collaborative autonomy, or manned-unmanned teaming? How do we train to get them comfortable so, in the same way that if you and I were flying, if you were my wingman, I would know you’re going to behave in a repeatable, consistent [manner]?”

“I can have insight on your behaviors. We can do a thorough debrief about why did you do this or why did you do that?” Jbeily added. “And the key, I think, is going to be, regardless of the specific platform, how do we build that element of trust, and how do we get folks comfortable to be able to use it in a combat scenario if we have to.”

The video below from Collins Aerospace offers a vision of what a future conflict involving U.S. CCAs, including ones launched from carriers, teamed up with crewed fighters might look like.

When it comes to advanced autonomous capabilities, whether they be integrated into drone wingman or another platform, the essential need for trust has now been a common refrain from members of the U.S. military for years. This trust will be just as critical during routine training and other day-to-day activities involving crewed-uncrewed teams as it will be during any future combat scenario, for exactly the kinds of reasons that Lt. Cdr. Jbeily cited today.

At a separate conference earlier this year, a U.S. Marine Corps aviation officer highlighted how just making sure that CCA-type drones do not collide with their crewed companions remains a challenge. TWZ noted at the time that this underscored the many basic problems still to be solved before CCAs can be regularly deployed, launched, recovered, supported, and otherwise operated at all, let alone employed tactically.

In speaking with TWZ today, Lt. Cdr. Jbeily further talked about how CCAs could be incorporated in training in the future using what are called live, virtual, constructive (LVC) concepts. As the name indicates, LVC training blends together real and simulated elements in real-world and virtualized settings using a mixture of systems networked together, as you can read about in more detail here. LVC concepts are already regularly used as part of research, development, test, and evaluation activities related to advanced uncrewed capabilities. In line with his comments on trust, Jbeily put particular emphasis on the need for the live component.

“We already, within the Navy, have an established process of, if you take, for example, live-fires for missiles, air-to-air missiles, folks will go down to our test and evaluation ranges and actually live employ a real missile against some sort of drone or something,” he said. “And that is meant to build that comfort, so, ultimately, when game day comes, you’re not going to rise to another level, you’re going to fall back to your basic level of training.”

“I think that when you think about the Live, Virtual, Constructive piece of this, there’s absolutely going to be a component, because you’re never going to see these collaborative combat aircraft, potentially, right? They may be dozens or hundreds of miles away, even,” he continued. “So, there’s got to be a constructive bit, but I think, ultimately, if we want to get that comfort level of having another piece of metal in the sky that you either join on, or you trust to employ weapons, or you trust to execute your mission command, there has to be some element of live flight. What the specific combination will be and where we can realize optimizations, I think, is still kind of to be determined, but it’s a place that I think we can realize gains on both ends, both the live and the sort of virtual, constructive piece.”

On a broader level, the Navy still has yet to settle on a clear vision for how it will incorporate CCAs into its future carrier air wings and what forms those drones might take, as a result. In the past, the service has put forward a concept for lower-cost carrier-capable drone wingmen in the past that envisions them being “consumable,” and expended as one-way kamikaze drones or aerial targets for training or testing use at the end of relatively short service lives. In recent years, the Navy has also openly talked about a more general goal to eventually see the aircraft in its carrier air wings become at least 60 percent uncrewed.

In addition, the Navy is party to a tri-service CCA agreement with the Air Force and the Marines, but, by its own admission, is trailing behind those services on all fronts. The Air Force currently has two CCAs – General Atomics YFQ-42A and Anduril’s YFQ-44A – under development, and is already looking toward future designs. The Marines are in the process of transforming their work with the XQ-58A Valkyrie into an operational capability.

The Navy’s current stated focus is on getting the MQ-25 Stingray tanker drone into service, which it hopes will lay the foundation for adding more uncrewed aircraft to its carrier air wings. The service has also expressed a strong interest in Boeing’s MQ-28 Ghost Bat, a loyal wingman-type drone.

“I think right now, within the experimental community, the VXs [air test and evaluation squadrons], there’s a lot of discussion there,” Lt. Cdr. Jbeily told TWZ today about what might be on the horizon drone-wise for the Navy. “I think that the Air Force has potentially taken the forefront on this with their Collaborative Combat Aircraft program.”

The Air Force’s CCA program does appear to be the leading effort in this vein across the services, as you can read about more in TWZ‘s past reporting.

“I think that those decisions about what we’re going to buy, when we’re going to buy it, are a little bit above my level, but I know that the Navy is still deeply interested in looking in terms of how we can, for the purpose of maintaining warfighter advantage, how we can keep the Navy and the Air Wing relevant with this sort of precision, mass and collaborative autonomy,” Jbeily added. “[The] Air Boss’s big initiative has been MQ-25 in ’25 to get sort of that specific aerial refueling platform, [to] lessen the burden on Super Hornets, which currently perform the aerial fueling role. So I think what that’ll end up being is a good model for how do we integrate autonomous systems into the air wing and ensure that we can get folks comfortable to accomplish these missions.”

The “Air Boss” that Jbeily is referring to here is Vice Adm. Daniel Cheever, head of Naval Air Forces. “MQ-25 in ’25” refers to the goal for the Stingray to fly for the first time before the end of this year, a milestone that has already been much delayed, reflecting larger schedule slips and cost growth for the program.

“There’s so much sense of urgency and purpose amongst our junior officers who recognize the peer competition that we’re in and recognize the role that the Navy will play in providing peace through deterrence, and we want to prepare for the future fight,” the strike fighter tactics instructor told TWZ today, speaking more generally. “That urgency that you see amongst the junior officers is focused on being the change and bringing the change, and not simply accepting business as usual.”

“We just want to keep the carrier relevant and effective, and that’s the energy that’s shared amongst junior officers.”

As noted, the Navy does see drones as a key element of its future carrier air wings. Ensuring that there is trust in those uncrewed aircraft to perform, especially among the junior officers who will be flying alongside them, will be of vital importance.

Contact the author: [email protected]

While women hold just 10% of the pilot licences given out in the UK, they could actually be more adept than men at handling high-pressure situations in the cockpit

Female pilots may be better than their male counterparts at handling pressure during flight situations, a new study has revealed. The researchers, from the University of Waterloo in Canada, used a flight simulator to study 20 experienced pilots as they went through different scenarios.

The pilots wore eye-tracking glasses, which allowed the team of scientists to record where the participants were looking and how they responded. The flight tasks included unexpected engine failures and landing challenges, which were designed to test the pilots’ reactions under pressure.

“These findings are exciting because they push us to rethink how we evaluate pilots,” Naila Ayala, the study’s lead author, said.

She added: “We can’t assume that because two pilots are looking at the same things, they will react the same way. Our study shows that women may be better at keeping control and making decisions in stressful flight scenarios.”

The research found that female pilots tended to make fewer flight control errors when stress levels increased. This means that women were more consistent and accurate in how they responded to the information presented to them.

Suzanne Kearns, associate professor and director of the Waterloo Institute for Sustainable Aeronautics, said: “Understanding how different people perform under pressure helps us build better training programs for everyone, safer cockpits, and more inclusive aviation systems.

“At a time when the industry is facing a pilot shortage, tapping into the full potential of all pilots, regardless of gender, is more important than ever.”

The team hopes that the research, published in the Proceedings of the 2025 Symposium on Eye Tracking Research and Applications, will help shape future pilot training.

According to the study, the women demonstrated more stable landing approaches, completed tasks faster in the emergency scenario, and had higher situation awareness ratings.

It explains: “These preliminary findings suggest that female pilots may manage task demands effectively under pressure and have important implications for addressing gender-based assumptions in training and recruitment.”

Last July, it was announced that there had been a 26% increase in the number of pilot licenses issued to women between 2019 and 2023.

Data from the UK Civil Aviation Authority showed that 239 pilot licences were issued to women in 2019, while this number rose to 301 four years later.

However, licences for women are still comparatively low as they make up just 10% of the total number given out. Bronwyn Fraser, the secretary of the British Women Pilots’ Association, said: “Women pilots bring diverse perspectives and skills.

But aviation is so much more than just flying. We have brilliant women engineers, air traffic controllers, and sustainability experts pushing the boundaries of innovation, developing new technologies and unlocking the full potential of our airspace.” Fraser explained that the UK needs “more young women in aviation”.

One woman has shared a ‘game-changing’ way to store liquids in your hand luggage before a flight – and it’s something she only learnt after being married to a pilot for 13 years

In the majority of UK airports, any liquids in your carry-on luggage must be under 100ml and stored in a transparent bag for easy inspection by security personnel. While you can take bigger containers in your hold luggage, those making smaller trips might only have hand luggage with them for the journey.

While some major UK airports have recently implemented new scanners that permit up to two litres of liquids in hand luggage, it’s always prudent to check the regulations at your destination to avoid having to discard your favourite toiletries at security on your return trip.

If you’re still required to limit your liquid items on your next flight, or if you’re simply trying to conserve space for more clothing in your suitcase, fear not. A frequent traveller, who happens to be a pilot’s wife, has shared a straightforward hack for packing toiletries that many wish they’d known sooner.

The woman, Laurie, advised passengers in an Instagram video to stop storing their liquid containers upright in their clear bags. While this is how products are typically displayed in adverts for visual appeal, it’s rather impractical.

Instead, Laurie suggests laying your liquids horizontally, assuring travellers they’ll be amazed at how much difference this simple adjustment can make.

She revealed: “This is the number one travel hack I learned as a pilot’s wife after about 13 years of packing only a carry-on suitcase. If you pack the liquid containers horizontally so that they are all lying flat, for some reason, you can fit more in.

“The tiny things, like my mascara and my primer, can fit vertically in the open pockets of space, much like you would do in a suitcase. Hope this travel hack helps!”

The tip might be a no-brainer for some seasoned travellers, but it left numerous commenters astounded, with many expressing surprise at not having thought of it before.

One individual shared their newfound enlightenment: “I was today years old when I learned this from you! I love my compression bags for clothing … just got home from a two-leg trip and whew … carry-on was heavy! Thanks for your great tip.”

Another chimed in: “I recently traveled and realised the same thing. Huge difference in room.”

Meanwhile, a third praised: “Love this tip Laurie!”

What liquids can I take to an airport?

There are limits on how much you can carry in your hand luggage. For those with checked baggage, it’s wise to stow liquids there. The term ‘liquids’ encompasses a broad range of items including all beverages, foodstuffs such as soups, jams, and syrups, cosmetics and toiletries, sprays like shaving foam and deodorant, contact lens solutions, and gels like hair and shower gel.

The regulations for carrying liquids in your hand luggage can differ from one airport to another. It’s advisable to familiarise yourself with the rules at your departure airport, any transit airports, and your return journey airport before setting off.

Most airports enforce a rule that prohibits passengers from taking liquids in containers larger than 100ml through security checks. This rule remains in effect even if the container is not filled to capacity. However, some airports may permit you to carry liquid in containers that can hold up to two litres.

In addition, you might be required to place liquids into a separate, clear bag. While this isn’t a universal requirement across all airports, it’s always better to be prepared or do your homework in advance.

If the airport instructs you to segregate liquids into a separate bag:

• Containers must be in a single, transparent, resealable plastic bag, which holds no more than a litre and measures approximately 20cm x 20cm
• Contents must fit comfortably inside the bag so it can be sealed
• The bag must not be tied at the top
• You’re limited to one plastic bag per person
• You must show the bag at the airport security point

Ryanair failed to load a single piece of lugagge on to a Gran Canaria-bound flight, blaming it on a security issue at Bristol Airport but refused to explain what the exact issue was

A plane full of tourists have been left in Spain without their belongings after their Ryanair flight flew across Europe without a single piece of checked luggage on board.

Travellers on the Gran Canaria-bound flight FR4757, which departed from Bristol on Friday, were left stunned when the pilot told them there suitcases had not been loaded due to “time constraints”. The pilot blamed the blunder on a security issue at Bristol Airport.

Among the passengers were 11 pals from Taunton, who were on their way to Maspalomas, where they were going for a birthday and graduation celebration.

Madeline Cooper, 22, said it was a normal journey until they were told about the issue when they landed.

“We had absolutely no issues at all until we landed. Then the captain said they made the difficult decision to not bring any of our luggage,” she explained. “They wouldn’t say what the security issue was – just that every single person’s bag had been left behind.”

The group quickly discovered they weren’t the only ones affected, reports Bristol Live. “We were told today that it was 70 bags that didn’t fly. One pram made it across, that’s it,” Madeline added.

“People didn’t even believe it at first – some thought it was a joke.”

Vital belongings left behind included medicines, contact lenses, cosmetics and sun protection. Sophie Payne, one of the party, suffers severe asthma and found herself stranded without her inhaler.

“It was really stressful,” she said. “I take it twice a day and it gets worse at night.

“We’ve had to search for a pharmacy in an area we don’t know.”

The group, staying at the Cordial Green Golf Bungalows, were informed that their luggage might arrive by Saturday night.

But as of 6pm, they had not received any updates from Ryanair.

“There’s been zero communication,” Madeline commented. “They keep telling us to use the app, but some older passengers don’t even have smartphones.”

The ordeal has already disrupted their plans. “We’ve had to pay €60 just to get to a shopping centre and back for clean underwear and essentials,” Madeline said. “We’re all students – we can’t afford to keep replacing everything.”

With temperatures soaring and no suncream in sight, Sophie summed up the mood: “There’s a lot of burnt bodies around here.”

Other travellers vented their frustration on social media.

One user said: “Great start to the holiday as Ryanair decided to bring 0 of the suitcases from Bristol to Gran Canaria. No heart medication for me tomorrow.”

Another shared: “Currently in Gran Canaria with zero belongings.”

Despite the problems, the group is still hopeful that their luggage will turn up in time for their activities, which include a birthday celebration, a trip to a water park, and a private boat tour.

“This is provided that we are able to get our luggage,” Sophie pointed out. “If we don’t our stuff then it’s completely ruined the holiday.”

Some of the group face an hour-long round trip back to the airport to retrieve their suitcases.

Ryanair and Bristol Airport have been contacted for comment.

Airline pilots are told they should let rip in the cockpit, according to an air hostess who has revealed some wild facts from her experiences in the sky

It’s one of those taboo habits that most travellers would agree is just not on.

Farting on a plane is simply wrong for the same reason car wind and lift trumps are ‘illegal’ – the victim is trapped and cannot escape.

Sitting next to another passenger with wind is indeed a very unfortunate event and a rotten start to your holiday or trip. You either have to keep getting up out of your seat to let them go to the toilet every time they need to privately pop off, or you suffer the revolting indignation of breathing the foul air that has blasted out directly from their intestines into your lungs.

READ MORE: Flight attendant shares three ‘horrendous’ popular holiday destinations to fly to

However, if you’re a pilot rather than a passenger, you will have been told you MUST toot freely while in the cockpit, according to an one Argentine flight attendant.

Barbara Bacilieri, also known as Barbie Bac to her almost 2.65milion YouTube million followers, claims pilots are “prohibited” from holding in their gas because the discomfort it causes can distract them from their crucially important role.

To make matters worse, flatulence is heightened when the plane reaches an altitude of 30,000 feet. “At high altitudes, atmospheric pressure is lower, which increases the volume of internal gases,” she explained. “This can cause discomfort and distraction in the cockpit when the pilots should be focused on doing their job, not in pain from being full of gas. That’s why it’s always recommended that pilots, if they have to, just release them.”

Her wild assessment is even backed up by a 2013 study by Danish and British gastroenterologists. Hans Christian Pommergaard, Jakob Burcharth, Anders Fischer, William Thomas and Professor Rosenberg told the New Zealand Medical Journal that holding your farts in may seem preferential but they suggested that for the sake of their health and comfort, passengers and crew should set them free.

Not doing so could lead to pain, bloating, indigestion, stress and even nausea, they said. According to the Sydney Morning Herald they concluded: “There is actually only one reasonable solution – just let it go.” The medics did recognise that air cabin quality may be diminished for other passengers though.

The gassy dilemma also applied to the cockpit and pilots, the specialists found. “If the pilot restrains a fart, all the drawbacks previously mentioned, including diminished concentration, may affect his abilities to control the airplane. If he lets go of the fart his co-pilot may be affected by its odour, which again reduces safety on board the flight.”

Barbie Bac also claims the pilots eat different meals – not to see who can produce the biggest back draft but so they don’t both suffer another unfortunate bowel incident. “The commander and the copilot choose different meal options. One will choose chicken and the other will choose pasta,” she says.

This apparently is to lessen the chances of them both getting food poisoning, which would mean no one would be able to fly the plane – not ideal. “It’s almost always the captain who makes the choice, and the copilot is the one who has to accept the alternative,” explained Bacilieri, who works for a Spanish budget carrier.

The dad was on his way to Morocco with his girlfriend and best pal when the pilot’s announcement left him feeling terrified – and it only got worse from there

A horrified dad has sworn off flying for life after his Ryanair flight was forced into an emergency landing not long after takeoff from Manchester Airport.

On March 16, Ashton Small, 41, from Liverpool, was among the passengers on board the RK 1266 flight destined for Agadir in Morocco.

The plane set off around 4pm but Ashton says they were only about an hour and a half into their journey before the pilot announced they had to divert back to Manchester.

The ordeal when they landed only added to Ashton’s fears, with fire engines racing towards the plane – an image that has left the dad “too traumatised” to even entertain the thought of future flights.

Travelling along with his girlfriend Danielle Clark – who was on her first ever flight – and his best pal, Ashton told our sister paper the Liverpool Echo: “I have trauma from being on that flight.”

He vividly described the gut-wrenching minutes the sky, explaining: “We had been in the air for no more than one hour and 30 minutes, the plane just kept turning left then right, left, right, I had started to panic. I was panicking more because I wasn’t sitting next to my partner or friend either.

“The captain then told us we were going to have to land back at Manchester airport. You hear about planes crashing, I thought I was having a near death experience,” reports Dublin Live.

Ashton recounted his terrifying experience during the rough landing, saying: “The landing was horrible… I just wanted to get off. It scared me seeing the fire engines.”

“When we were landing I turned airplane mode off on my phone and rang my mum and dad straight away. I phoned them and said if anything happens I love you both. I told my partner I just wanted to go home.”

He was so scared that when they finally hit the ground, he gripped his seat tightly, feeling terrified of the scene unfolding on the runway.

Expressing his disappointment over the whole ordeal, Ashton added: “The pilot or Ryanair didn’t even say sorry to us for the inconvenience. It has put me off going on holiday anymore, it was a terrible experience.

“I thought I was going to die. I have a little boy who is four and the only holiday I will be going on now is driving trips. I don’t trust planes now, I can’t, not after that.”

“You never know what is going to happen. When I got home to my mum and dad they both hugged me and said they don’t want me going on any other planes, I’m a 41-year-old man, but when I phoned them they said they genuinely thought something was going to happen.”

A spokesperson for Ryanair said at the time: “This flight from Manchester to Agadir (Sun, 16 Mar) returned to Manchester shortly after take-off due to a minor technical issue. The aircraft landed normally at Manchester Airport and passengers disembarked.

“To minimise disruption to affected passengers, we quickly arranged for a replacement aircraft to operate this flight, which departed to Agadir at 19:05 local that same day. We sincerely apologise to affected passengers for any inconvenience caused.”

For her seventh time hosting “Saturday Night Live” (the most times ever for a woman, NBC says), actor Scarlett Johansson closed the show’s historic 50th season.

It was a night that didn’t deliver any news on the rumors that Johansson’s husband, Colin Jost of “Weekend Update,” or his co-host Michael Che, would be leaving the show. Instead, the two engaged in their joke exchange ritual, and multiple guest stars showed up in sketches, including Mike Myers, Gina Gershon and Emily Ratajkowski in a video piece, and musical guest Bad Bunny.

Johansson did her usual ace job throughout the show, bringing her crisp delivery to sketches about a New York morning show where puns about hard-news stories land very badly, a Please Don’t Destroy video about a vacation flight to Newark Airport (it also lands badly), and a barroom sketch about two men (Marcello Hernández and Bad Bunny) who commiserate in Spanish about the terrible relationships they’re in with characters played by Johansson and Ego Nwodim.

The trio of sketches were followed by another video chapter in the “Bowen Yang’s Not Gay” series, in which Johansson has an affair with Yang before finding out how many other women he’s having sex with, including Gershon, Ratajkowski and cast members Nwodim and Heidi Gardner.

After a strong “Weekend Update” finale featuring Johansson in the joke exchange, the show took a hard dive with four sketches in a row that just didn’t work. There was a very dated and awkward elevator sketch about Mike Myers running into Kanye West (now Ye, played by Kenan Thompson), one about intimacy coordinators who don’t know how lesbians have sex, a TV interview panel in which female actors get asked more personal questions than their male co-star, and a gross-out season-ender about Victorian women eating disgusting foods including eels and BLTs (bunnies and little turtles).

On top of the bad run of sketches, Johansson was cut off while giving a tribute to Lorne Michaels as the show ended on broadcast and Peacock with no closing credits or cast hugs (the full goodnights were later posted online). That’s no fault of Johansson (who received a bouquet of roses and a kiss from her husband before that goodbye snafu), but it was a sloppy way to end an otherwise strong season of TV featuring a host who’s always proved solid.

Musical guest Bad Bunny, who appeared in the bar and Newark airport sketches, performed “NUEVAYoL” and “PERFuMITO NUEVO” with RaiNao.

The majority of Season 50’s cold opens have leaned on James Austin Johnson’s uncanny President Trump impression, and the finale followed suit. The president’s recent Middle East trip was the topic, with Trump having some friend time with Saudi Crown Prince Mohammed bin Salman (Emil Wakim). “We are vibing,” Trump said, “dipping our fingers into various goops and spreads,” although he says he ended up eating at a mobile McDonald’s set up for him nearby. Trump addressed the $400-million plane he wants to accept from Qatar (“It’s a pre-bribe”), saying he prefers it to flying an American plane. “No thanks, sonny. Have you seen what’s going on … screen is blank. Newark!” Trump narrated himself breaking the fourth wall by going out into the audience and commenting on the attractiveness of women in the front rows and promised audiences they wouldn’t forget him while “SNL” goes on summer hiatus. “I’m everywhere, even in your dreams, like the late, great Freddy Krueger. See you in the fall if we still have a country, right? It’s a coin toss.”

In her monologue, Johansson led the cast in a song with lyrics about the show set to the tune of Billy Joel’s “Piano Man.” “Sing us a song, it’s your monologue / sing us a song tonight. / ‘Cause we’ve made 50 years of great memories / every Saturday Night.” At one point it looked like Joel himself might join in when Johansson announced, “Ladies and gentlemen, Billy Joel… wrote this song!” The host took audience questions while still singing and jokes were made about a surprised Sarah Sherman finding out she’s leaving the show (it was a joke). The cast (with Jost and Che absent) concluded the song with, “The 50th season is through / it lasted forever / we did it together / and we got to spend it with you.”

Best sketch of the night: Let’s go home for some soup made from cow feet

Two men (Hernandez and Bad Bunny) on dates at a bar with women they don’t particularly want to be with (Nwodim and Johansson) get into a fight at their girlfriends’ urging, but instead they tell each other in Spanish about their problems and become friends. The two realize they’re both attracted to volatile relationships and will probably end up back in bed with the women they should break up with. The subtitles are on point and the attempts by the girlfriends to chime in with Spanish (“Nipple crazy cafeteria!”) also work nicely. For some reason, a couple of men (Andrew Dismukes and Johnson) sit at another table and serve as the sketch’s Greek chorus.

Also good: ‘Is something going on at Newark?’

The Please Don’t Destroy boys are visited by Johansson, who asks why they’re so down. “Are you sad the season’s over and you only did like two videos?” she asks. The actor invites them to fly first class with her and a Lonely Island-style rap video is interspersed with the reality of the situation: They’re on a very bad flight to Newark airport, which has been having some problems. There are some great visual jokes like a prayer symbol on the overhead panel and a Microsoft blue screen of death on the TV panels. But then Bad Bunny shows up as an air traffic controller who helps save the day all alone and on his first day at work. It might say something that the two best sketches this week featured Johansson as well as Bad Bunny; he didn’t get a chance to host this season but did a great job in 2023.

‘Weekend Update’ winner: Did Lorne Michaels know about this?

Miss Eggy (Nwodim) returned with another fire monologue similar to the one from last month, but it was the traditional joke exchange, in which Jost and Che force each other to read racist and/or embarrassing material that is taken to new heights (lows?) each time. Jost was forced to tell the show’s producer, “Retire, bitch, let me run the show,” while Che was given the line, “I haven’t been that excited since I saw a white woman drinking unattended.” Jost had to ridicule rap feud master Kendrick Lamar and with Jost’s wife sitting next to him, Che was forced to apologize and say about his time on the show, “I’ve told thousands of jokes and gotten dozens of laughs,” and of Jost, “I love you.” But it was Jost who got the worst of it, getting tricked into saying the name Nick Kerr, son of Golden State Warriors coach Steve Kerr, and applying lipstick to tell Michaels, “I’ll do anything to run this show.” If this is the last time we see Jost and Che as “Update” hosts, at least we’ll know they left no depths unplumbed.