Slipping is prohibited in big airplanes. Period. Just like acro and intentional spins are prohibited in most lightplanes.
Slightly crossed controls for crosswind management on short final is fine, but a big rudder displacement one way and aileron the other is prohibited. Why? Engines tend to stall or fall off, and swept wings do some very interesting rolling maneuvers in response to a monster slip. Rolling maneuvers that may be difficult to manage close to the ground.
I’ve never understood why the plane cannot provide the oxygen required to the passengers as opposed to 12 minute oxygen generators.
The plane’s engines manage to pressurize the cabin. Why can’t they push enough air through the face-mask system?
If all engines (and the APU) are dead then clearly you need something else but ISTM that is pretty rare. Usually there is at least one engine turning and/or the APU. Why not do both? Engines feed the air masks and if they die then use oxygen generators.
I stand to be corrected, but I believe the percentage of O2 at altitude is still 21%. The reason supplemental oxygen is used at altitude isn’t because there isn’t enough air; it’s because, as LSLGuy said earlier, the pressure is too low to allow transfer. Supplemental oxygen increases the percentage of O2 in the air you’re breathing (up to 100% O2 in military masks) so that you can oxygenate your blood O2 up to 50,000 feet without a pressure suit. So pushing more air through the masks would not do the job.
As @Magiver noted the Gimli Glider did it but the alternative was the plane crashes and everyone dies so I suppose the pilots get a pass on that one. IIRC they were passing over a golf course and one passenger said he could discern what clubs people were using when the plane tipped to the side. 
Thanks, I had know they were good gliders, but they are also so fast. So a good glide ratio at a high speed would also result in a high rate of descent. Sounds like a lot of things keep a 737 from coming down fast.
Rogers and his company are charged with a variety of offenses related to the assemblage of what federal prosecutors called “Frankenstein helicopters”—aircraft for Hansen that were previously classified as destroyed and later rebuilt via data-plate swapping and other illegal means.
Up at the higher altitudes, breathing air isn’t good enough to maintain consciousness. We need to provide a more concentrated mix of oxygen and other gases, right up to 100% oxygen at the much higher altitudes. Anything less than that would still result in unconscious passengers. Said another way, the increased percentage of oxygen, from the normal 21% up to 100% compensates for the decreased pressure of the air/oxygen being breathed into lungs.
Normal pressurization functioning requires 4 things:
If either system 1 or 2 quit, the airplane can’t supply the air into the cabin for either pressurization or for feeding into your proposed air masks.
Ultimately, all this stuff is the semi-arbitrary decisions of how the FAA wrote the aircraft design regulations. Yes, there’s engineering in there, but there’s also bureacratic inertia from the 1940s when pressurization was first invented.
The functional requirement is that even if the engines quit, or if the air conditioning systems fail, the passengers must still be given something to breath. So oxygen generators (or tanks & plumbing, or whatever) are still needed for that failure case even though your air mask Idea could work for failures in systems 3 or 4 at altitudes much below WAG 20,000 feet. The altitude limit being driven by the air oxygen concentration / pressure tradeoff I mentioned above.
You’ve got that right conceptually, though your numbers are a bit off.
Breathing pure O2 will keep you adequately oxygenated up to the ambient pressure at 25,000ft. So the pressure / concentration tradeoff works as a solution from sea level up to 25,000 but is inadequate above 25,000. Which is why USAF does not permit unpressurized flight above FL250, despite military masks.
So how does USAF or the FAA square the circle above 25,000? Clearly we can’t breath, e.g.,150% oxygen; that’s mathematical nonsense.
The answer is pressure breathing. In a military mask or the fancy masks pilots of airliners have available, above 25,000 the oxygen system begins to ram the pure oxygen ever more forcefully into your lungs. Up at 40,000 feet you just about can’t talk; your diaphragm is struggling to empty your lungs against the pressure whereas normally the diaphragm works to pull air into your lungs and relaxes to exhale. It’s a miserable and tiring experience to breath under pressure. And is only doable for a scant few minutes. During which time crew or radio communication is quite difficult. And, frankly, it’s a bit dangerous; lungs can be ruptured, alveoli damaged, etc. It’s last-ditch stuff, not routine daily stuff.
If we lose pressurization up high, we yank on our masks and the system stuffs O2 at a relatively high pressure into our lungs. Meanwhile in back the FAs & the rest of the folks make do with no such pressure, just pure O2. Once we get the jet below 25,000 that’ll be good enough for them. Above that it’s simply engineering impractical to build any system that pressurizes passenger’s lungs that they’d be able to use with no training.
Pressure breathing is a technique to get past 25,000. But at some higher altitude eventually even that won’t work. You obviously can’t push oxygen in there so strongly that the pilot can’t exhale at all. That’d be one breath and dead.
Turns out that up around 50,000 feet is where that physiological limit lies. It is simply impossible to stay conscious breathing any gas at any pressure your lungs & diaphragm can handle much above 50,000. Hence the idea of the pressure suit. Which is not intended to be used instead of aircraft cockpit pressurization, but as a separate complete pressurization system backup. And one you can take with you when ejecting. As long as the ambient air pressure inside the suit corresponds to 25,000 or below, then you don’t need pressure breathing inside the suit.
Since we have a lot of commercial pilots in this thread I thought it satisfying to post this.
First-class passenger sentenced to prison after she interfered with crew members aboard flight that had to be diverted
A New York woman has been sentenced to four months in prison for interfering with crew members aboard a flight from Dallas to Los Angeles last year that had to be diverted to Phoenix, according to federal prosecutors.
They said Kelly Pichardo and another first-class passenger engaged in intimidating behavior on the flight and both women had to be removed from the plane after it landed at Phoenix Sky Harbor International Airport on Feb. 24, 2021.
Authorities said the women each assaulted a passenger during the flight and used racial slurs when a male passenger asked them to stop.
As I’ve explained to more than one person:
What is it they say about aircraft? ‘Speed, payload, economy. Pick two.’ Or something like that.
Back in the days I was building camper shells, the sign in the shop said “Speed, Quality, Price. Pick 2.”
I believe this two ladies chose “first class” rather than “economy”
Well, they did get a ride downtown and didn’t even have to pay the driver. 
Looks like they expect to pull up the float plane from the Whidbey Island area starting on Sept 26. They have to get a crane/barge into position. It will be a 24/7 operation until complete.
I heard a body (female torso) was recovered on the Dungeness Spit. AFAIK, they have not determined whether it belongs to one of the people on the aircraft.
I think you mean “belonged”.
When a helicopter is approaching an airport to land there do they need to get in the traffic pattern and line up on a runway or can they just come in from any direction and plop themselves down at their designated spot to park (especially since they cannot really taxi without flying)?
I ask because in the video below the helicopter seems to fly really low (a few feet off the ground) to line up on a runway (looks like a taxiway).
(queued to the correct spot, only need to watch for 10 seconds or so)
Anecdote time: The one occasion I took a helicopter lesson, we flew a pattern that kept us out of conflict with fixed-wing runway traffic and ended up flying directly to our tie down spot.