
Illustration: The Touch & Go
Passenger recounts worst flights including frightening Royal Jordanian storm and hostile TAAG service
A seasoned traveler shares his most harrowing and awkward aviation experiences, from terrifying turbulence over Hong Kong to confrontational airline staff in first class cabins.
The gist
A frequent flyer reveals his most memorable negative flight experiences involving severe weather and difficult crew interactions.
Continuing coverage
All Lufthansa →- Airbus A380 Outflies Boeing 747-8 by Nearly 90% in 2026 Flight Operations
- Lufthansa Welcomes First Airbus A350-1000 Marking 700th Airbus Milestone with Centennial Livery
- Lufthansa's First Airbus A350-1000 Debuts in Special 100th Anniversary Livery
- Lufthansa 787-9 Nose Gear Collapses at Frankfurt with Locking Pin Left in Storage
- Lufthansa Unveils All-New Allegris Business Class With Paid Seat Selection and Tiered Comfort Levels
After logging over five million miles in the air with numerous airlines, a travel veteran has revealed some of the worst flights he has endured in recent years. His reflections deliberately focus on flights that were notably memorable in an unpleasant way, rather than typical discomforts or low-cost carrier inconveniences. These accounts reveal moments ranging from intense weather challenges to confrontations with airline personnel that shaped his flying experience.
In March 2013, his flight aboard Royal Jordanian’s A330 from Bangkok to Hong Kong became the most frightening flight of his life. During the approach to Hong Kong, severe weather including hail, intense turbulence, and prolonged circling at a dangerously low altitude created a harrowing scenario. Passengers were visibly distressed, with cries and prayers filling the silent cabin as flight attendants themselves were overcome with emotion. The captain’s remarks about potentially ending his flying career added to the grim atmosphere, and the experience inflicted a lasting fear of flying on the passenger, which persisted for most of that year.
Another difficult experience occurred in March 2018 on TAAG Angola Airlines’ 777 first class from Luanda to Sao Paulo. Shortly after boarding, the purser aggressively accused him of photographing the cabin and demanded deletion of his photos, escalating tensions by involving the captain. The service deteriorated further when, instead of courteous care, he was scolded for sleeping late and rushed to finish breakfast, in stark contrast to the preferential treatment observed toward TAAG employees traveling in first class. This episode underscored the variability in service quality and the challenges of dealing with airline staff.
Earlier in 2018, on Lufthansa’s A320 business class flight from Zurich to Frankfurt, the traveler encountered an uncomfortable confrontation when the purser wrongly suspected him of recording crew members during the safety demonstration. Despite his insistence and willingness to prove otherwise by showing his camera roll, no apology followed, leaving him feeling embarrassed and unsettled for the remainder of the flight. This incident highlights the delicate nature of privacy concerns in the cabin and the potential for misunderstandings to create passenger discomfort.
In 2014, his first class flight on China Southern’s A380 from Los Angeles to Guangzhou fell short of expectations as well, particularly due to underwhelming product investment. The champagne offered was notably inexpensive, and the overall service revealed lapses in crew training rather than effort. This critique went viral in aviation circles, resulting in internal corrective actions by the carrier, including reported reprimands of involved crew members, reflecting the airline’s sensitivity to brand image regarding its flagship route.
More recently, in January 2024, a flight on Oman Air’s A330 business class from Muscat to Frankfurt was marred by poor service from the cabin attendant assigned to his section. Attempts to provide feedback to the cabin manager were met with defensiveness, and the attendant confronted him directly, disputing his comments and effectively gaslighting him about the quality of service. This episode reinforced the traveler’s aversion to conflict and shed light on how crew morale and attitudes can affect passenger experience even on generally reputable airlines.
The traveler also recounted a flight on Singapore Airlines’ Boeing 747 first class, circa 2010, that featured a notorious passenger, former Zimbabwean first lady Grace Mugabe. Her rude behavior and demanding attitude, including abrupt orders for additional caviar, created an awkward environment for both crew and fellow passengers. Such incidents illustrate how certain passengers’ conduct can impact the service atmosphere and overall cabin comfort on elite flights.
These recollections collectively illustrate that even experienced travelers accustomed to flying numerous airlines and in premium cabins can encounter situations ranging from extreme turbulence and life-threatening weather to discourteous service and uncomfortable social interactions. The accounts serve as reminders that aviation, despite high safety standards and service protocols, occasionally yields unpredictable and challenging experiences for passengers.
Frequently asked questions
- What made the Royal Jordanian flight from Bangkok to Hong Kong particularly frightening?
- The flight encountered severe weather with hail, intense turbulence, and prolonged low-altitude circling, creating a terrifying atmosphere for passengers and crew alike.
- How did the TAAG Angola Airlines crew handle the passenger's photo-taking?
- The purser aggressively confronted the passenger over picture taking, demanded deletion of photos, inspected his phone and camera roll, and involved the captain in the incident.
- What issue occurred between the passenger and Lufthansa crew on a Zurich to Frankfurt flight?
- The purser falsely accused the traveler of recording the crew during safety demonstrations, causing embarrassment and discomfort despite the passenger showing no such recordings.
Read more
All Aviation Safety →
All Nippon Airways Captain Sentenced to Prison for Sexual Assault of Flight Attendant
A Captain for All Nippon Airways, the largest airline in Japan, has been sentenced to 18 months’ imprisonment by a Tokyo court after he was found guilty of sexually assaulting a young female flight attendant during a layover. The suspect has been identified as Ryota Mise, a 44-year-old Captain who repeatedly grabbed the buttocks of his victim while they walked along a street together and inside a convenience store. The incident occurred during a domestic layover in Takamatsu, Kagawa Prefecture, while the pair was walking back to their hotel. The flight attendant said she felt like she had no option but to allow the Captain to assault her because she feared he would be able to hurt her career if she refused. The two crew members had met the previous day during a flight to Takamatsu and had gone out with a group of crew for dinner. On the return to the hotel, however, Mise repeatedly grabbed his colleague’s buttocks. He told the court that he thought he had permission to touch the victim, but that defense was dismissed by Judge Takao Okawa, who described the flight attendant’s testimony as “convincing and highly credible.” In the wake of the October 10, 2023, incident, the flight attendant reported her concerns to ANA, and the airline opened an internal investigation. The Captain admitted he had touched the flight attendant and, given his explanation of the events, ANA allowed him to continue working as a pilot. Following this internal investigation, the flight attendant then reported the incident to the police, who arrested Mise. The lengthy investigation culminated in Mise being sentenced to 20 months’ imprisonment on Tuesday – less than the two-and-a-half-year sentence that prosecutors had been seeking. There’s long been concern that workers in some Asian countries feel like they can’t challenge or say no to their superiors. This is a particular issue in the aviation industry, where safety can be compromised due to this culture of being afraid to speak out to someone of a higher rank. Japan Airlines was only recently engulfed in a scandal after it was revealed that a senior flight attendant was caught over the legal alcohol limit ahead of a domestic flight to Tokyo. Alcohol consumption had become such an issue for Japan Airlines that the carrier requires all of its pilots and flight attendants to carry out a pre-flight breath test using a personally issued device. Ahead of this flight, however, the senior flight attendant deliberately didn’t submit the results of her test. Her junior coworkers reminded her to submit the test result, but when she brushed off those concerns, no one pushed back or reported the issue to the company. The senior crew member was eventually caught when she completed a company-conducted test at the airport, causing a delay to the flight. Japan Airlines has now banned flight attendants from consuming any alcohol during layovers, and the carrier’s chief executive took a temporary pay cut over the scandal.
Pilots urged to use updated airmets and sigmets for safer flights in changing weather
Most pilots can tell at least one story about a flight that did not go as planned because of unpredicted weather along the route. We all know that weather forecasts aren’t perfect, but that can lead to concerns regarding the safety of the flight.

Deaf Man Sentenced to 18 Months for Targeting Delta Pilot with Laser Pointer Near Buffalo Airport
A deaf man from Cheektowaga, New York, has been sentenced to 18 months in a federal prison after he pleaded guilty to aiming a laser pointer at the pilot of a Delta Air Lines plane, which was on its final approach to land at Buffalo Niagara International Airport. 31-year-old Joseph L. Crapsi had been fighting the prosecution brought by the Assistant U.S. Attorneys Charles M. Kruly and Craig R. Gestring following an investigation by the Niagara Frontier Transportation Authority Police Department and the FBI. Crapsi’s attorneys had asked the court to suppress evidence that the laser pointer was found in his bedroom and objected to a finding that police had probable cause to arrest him. In the end, however, the court found that the police were within their rights to arrest him, and the laser pointer was used in evidence. The case stemmed from an incident on the night of March 2, 2024, when Delta flight DL-2334 was coming into land. The final approach path saw the jet fly close to Crapsi’s house in Cheektowaga, just a few miles from Buffalo Niagara Airport. Following the incident, the pilot reported the ‘laser strike’ to police, who started making enquiries in the area that the crew said the laser was coming from. One of Crapsi’s neighbors told officers that they saw a laser shining through his window on ‘multiple occasions.’ Given that the laser was seen shining into the sky, the court ruled that this was sufficient to meet the low standard of probable cause. Officers knocked at Crapsi’s address and were invited inside. They went with him to his bedroom, where they noticed a laser pointer ‘in plain sight.’ The laser pointer was seized as evidence, and Crapsi was arrested. Crapsi eventually pleaded guilty to aiming a laser pointer at an aircraft contrary to 18 U.S. Code § 39A, which carries a maximum sentence of five years imprisonment. Late last week, U.S. District Judge Lawrence J. Vilardo sentenced Crapsi to 18 months’ imprisonment. In 2023, there were a record 13,304 laser pointer incidents reported across the United States – an increase of nearly 80% compared to 2016. The number of incidents have, however, slightly decreased in recent years. In 2024, there were 12,840 reported laser incidents, and 10,993 were reported in 2025. So far this year, there have been 3,325 incidents up to the end of June. It was made illegal to aim a laser pointer at aircraft in 2012, following a dramatic rise in the number of incidents being reported by pilots. The Federal Aviation Administration (FAA) reports that the vast majority of laser strikes occur on Fridays and Saturdays, with a noticeable increase in reports during the months of October and November. Laser incidents can temporarily blind and injure pilots. In one incident involving a Virgin Atlantic flight from London to Tel Aviv, Israel, the pilots had to return to London because the pilot’s vision got progressively worse and he was only able to see out of one eye.

Cirrus Debuts SF50 G3 Vision Jet With Advanced Avionics and Enhanced Comfort
It was in the middle of a flight to explore the capabilities, handling, and operating envelope of the Cirrus SF50 G3 Vision Jet that it happened. Ensconced at FL 220, a modest height for a jet with a max operating altitude of FL 310, with the features of the Garmin Perspective Touch+ automation gracefully keeping the aircraft in the proper groove in the sky, I finally had time to simply look around and enjoy the experience. My overall impression was that the large flight deck and cabin windows allowed me to see much more of the sky, the world, and the airframe of this jet than I ever have in an airplane that didn't have a bubble canopy. The air was dead smooth, and despite a ground speed north of 300 knots, it felt as if the flying machine were suspended in the sky, with the earth turning beneath us. I was seated as comfortably as I have been in any aircraft, savoring the extent of the view when it hit me. This Article First Appeared in FLYING Magazine If you're not already a subscriber, what are you waiting for? Subscribe today to get the issue as soon as it is released in either Print or Digital formats. Subscribe Now I was on a magic carpet, every bit as luxurious and capable as those of ancient tales. All that remained was for adventures to begin as it carried me forward. Vision Jet Development How did a general aviation manufacturer get here, delivering over 700 of the first general aviation, single-engine, single-pilot personal jets with the Cirrus Airframe Parachute System (CAPS)? Cirrus did it the same way musicians get to Carnegie Hall, with practice, hard work, progressive thinking, and a plan for the future. Cirrus succeeded where at least seven other companies did not. Even before the Vision Jet became hopeful drawings, the manufacturer was designing its SR Series (SR20, SR22, SR22T) with flight decks, performance profiles, and sophisticated avionics with the goal of making it realistic for a competent SR pilot with significant IFR experience to step up into its planned but as yet undesigned jet. In 2007 Cirrus principals Dale and Alan Klapmeier began publicly talking about "the jet" that was being designed in what they called the company's "Moose Works" in Minnesota. It was to be similar to the SR series and capable of being stored in the same 40-by-40 hangar that could house a Cirrus SR22. READ MORE: We Fly: ScaleWings SW-51 Is So Real, It's Surreal READ MORE: We Fly: Pilatus PC-12 Pro An early prototype was flown in 2008, a bad time for general aviation overall, so it was not until 2014 that there was enough capital to build and fly a conforming prototype. In 2016 the first production SF50 flew, the jet received FAA type-certification, and deliveries began. Since then, Cirrus has shown that pilots with experience in high-performance, piston-engine airplanes can step up into the SF50, pass the type rating practical exam on the first try, and safely operate the jet in the real world. Cirrus has also made upgrades to the Vision Jet, most notably with the G2 in which it upped its maximum altitude from FL 280 to FL 310, bumped max cruise up to 317 ktas, and installed the Garmin Perspective Touch+ integrated flight deck. Along the way, "Safe Return Emergency Autoland," Garmin's Autoland, was added and payload and performance boosted. G3 Vision Jet Model In February, Cirrus announced and began deliveries of the G3 Vision Jet with some 30 enhancements, primarily to increase the capabilities of the avionics, visibility of the plane, and comfort for those in the cabin. Without attempting to go into all the G3 improvements, I'll look at some that grabbed my attention. From an operational and pilot workload perspective, the ATC Data Link (Cirrus also uses the acronym CPDLC for Controller-Pilot Data Link Communication) system, allowing text communications between a controller and the jet, is way up there in providing support to a pilot. The pilot initiates contact with ATC through the CPDLC and starts receiving clearances, new radio frequencies, altitudes and routes via text message. A tone alerts the pilot to an incoming message. The pilot reads it, decides if it can be complied with and, if so, taps the Wilco and send buttons. If unable to comply, the pilot can say so and explain why, just as we do now via voice—except this is faster. Plus, the message is saved, so the pilot has, for example, the route clearance written out in much better handwriting of their own. Ergonomic leather seats are notably comfortable on the Cirrus SF50 G3 Vision Jet. [Credit: Erin Armstrong] If desired, the pilot can tell the system to load the clearance into the Garmin automation, setting up the route, initial altitude, and additional information. The pilot then just confirms that everything loaded correctly and activates the change. En route, a call to change frequencies doesn't take up airtime, the pilot sees the frequency written (less chance of loading it incorrectly), punches Wilco and send to confirm receipt and compliance, and has the new frequency loaded into the appropriate comm radio in either the standby or active position. It's delightfully easy, and there's no back and forth with a controller trying to get the numbers right. Another new feature is a time-saver anyone operating an aircraft should like—all databases are automatically updated while the Vision Jet is parked with Cirrus IQ Pro Advanced. Alerts-linked checklists are almost a third hand for a single pilot when something out of the ordinary pops up. In the event the electronic alerting system advises them of an abnormal or emergency event, it also pulls up the appropriate checklist—no more pulling out a thick binder and finding the appropriate one. As the pilot deals with each checklist item, they use the scroll wheel to track and then click on it, and the cursor moves to the next item. That continues until the checklist is complete and the situation has been handled or it's time to put the jet on the ground—and the electronic checklist provides guidance for that as well. Having used Garmin's Taxiway Routing and 3D SafeTaxi in other aircraft, I'm glad to see that safety feature in the Vision Jet. No matter how many times I've gotten into a Vision Jet, I am always mildly surprised how big the cabin is. For the G3, Cirrus has made even better use of the space. Until now, the SF50 could hold five adults and two kids—one adult in the center of the rear bench seat flanked by the two children. All the passenger seating has been reworked. The rear bench seat now holds two adults, one on each end, with space and a restraint system for a child between them. Although the passenger seats still use the same attach points, they have been upgraded in a fashion that gives 2 inches more legroom for the rear seat and smoother operation of the middle seats. Use of new foam makes what I always thought were comfortable seats even more so. As Cirrus was developing the SF50, it was also considering appropriate training for the required type rating. If it's a jet, the PIC must have a type rating in it, which involves a check ride to ATP performance standards with an examiner satisfactory to the FAA. Planning for pilots stepping up from its SR series, Cirrus decided to keep the Vision Jet training in-house, at its Knoxville, Tennessee, Vision Center containing two full-motion Level D flight simulators. Cirrus personalizes type training by working with the new owner-to-be beginning several months before the formal type rating training is to begin. Delivery of the aircraft is not tied to the training schedule, reducing pressure during training. The Basics Powering the SF50 is a Williams International FJ33-5A jet engine developing 1,846 pounds of thrust. Maximum operating altitude is FL 310, where its max cruise is 317 ktas while burning 65 gph. At that height the pressurization system generates an 8,000-foot cabin altitude. Maximum ramp weight is 6,040 pounds with max
The Daily Touch & Go
The day's best aviation news in your inbox. Free, no spam.

