As a thought experiment, imagine a plane with minimal fuel/appliances on board with hundreds of heavy passengers that make up say 10% of the weight of the plane.
Now imagine that they have a way to synchronize a jump where temporarily for 0.5s they are airborne in relation to the plane.
(NOTE: If idea of so many heavy passengers is troublesome to you, assume this is a cargo carrier with spring loaded "widgets" that have ability to be programmed to "jump" at once.)
Can flight dynamics be affected due to the jump at ANY phase of the flight?
What % of the typical (cargo/passanger) plane weight is the actual cargo (excluding fuel)?
Does the location of the "jumping" cargo matter? Tail vs. Cockpit
What happens if all pax/cargo suddenly jumped to tail or cockpit section?
I will assume that the starting condition is level flight.
yes. momentarily the assumption of "rigid body" would not be satisfied. Also, for that 0.5s the aircraft would not be in contact with 10% of the weight, assuming constant thrust and velocity, you would have 10% more lift than weight, making the aircraft rise a bit before descend again when all the passengers land again. Velocity would not be greatly affected, as the drag would remain unchanged (no external change in shape or large attitude variations)
the difference between zero-fuel weight (ZFW) and Dry Operating weight (DOW) is probably what you are looking for. Airbus defines it as the "total traffic load". If you want to add catering, cabin equipment and the crew, you then take the difference between the ZFW and the Manufacturer's Empty Weight (MEW). As a percentage it can vary wildly based on the aircraft class (class 23 has much less cargo/passenger space that a class 25, for example)
yes. think of a beam in equilibrium on a pivot located at half its length: if you push just above the pivot, the beam will not rotate, any other location will cause it to rotate and flip over. This does not mean that the aircraft might flip over, as the beam is an uncontrolled and unstable system, while the aircraft is controlled, but it is a comparison that can help visualize the effect
I would define it more as shifting rather than jumping. This is a totally different scenario: the center of gravity at the end of this "jump" would be in a totally different location w.r.t. the start of the experiment, something that instead was not happening in the previous scenarios. By shifting the location of the center of gravity is likely that it might exceed the specified position limits and cause the airplane to be uncontrollable, to pitch up or down (depending if you shift the passengers backwards or forwards) and stall or nose-dive. On large aircrafts it is obviously not easy to achieve such unsafe scenario, as the cargo will be usually much heavier than the passengers, limiting the extent of the CG shift.
loaded "widgets" that have ability to be programmed to "jump" at once.) Questions: Can flight dynamics be affected due to the jump at ANY phase of the flight? What % of the typical (cargo/passanger) plane weight is the actual cargo (excluding fuel)? Does the location of the "jumping" cargo matter? Tail vs. Cockpit What happens if all pax/cargo suddenly jumped to tail or cockpit section...As a thought experiment, imagine a plane with minimal fuel/appliances on board with hundreds of heavy passengers that make up say 10% of the weight of the plane. Now imagine that they have a way
Wikipedia provides some numbers (typical empty weight, MTOW, max fuel capacity, etc.), but I can't seem to find more detailed figures. For a purpose of this question, let's assume a fully loaded A380 in typical 3-class configuration (~530 passengers) and fuel for a long haul flight (>10h). So, what is the typical weight of the passengers + luggages? Is any additional cargo typically carried? If so how much? What about the weight of crew and catering? And fuel weight? (Fuel weight will depend on actual flight duration, so the answer should mention the corresponding flight duration.)
The airlines are always trying to jam more passengers into each plane. I'm smaller than today's average, and I'm still often uncomfortable in a standard Economy seat. It occurred to me... an airline couldn't introduce a cabin in which some or all passengers travel in a reclining, rather than sitting, position? Seems to me that it would be more comfortable (except for claustrophobes and those who really need to work during the flight). The enclosed space would inherently reduce some of the risks of passengers being thrown around in turbulence or an emergency landing; safety belts
Many larger airports (class Bravos) have a landing fee. What's the process for assessing and collecting the fees? How do these landing fees work with general aviation aircraft? Where can I find out what the fee will be? Is it published? How will I be charged the fee? (Pay before leaving the airport, bill sent to my home, etc.) Is the landing fee a flat rate or is it calculated based on aircraft weight or some other factor? I've heard that the landing fee is generally waived if you buy a few gallons of (overpriced) gas at an FBO, is that true? Example scenario: I offer to take a friend up
radars confirmed this weird behavior from FlightRadar24. Also A/C before and after this one did not exhibit this behavior. Does anybody have any thoughts as to what may be happening??? Why is the "skew" at seemingly same angle? Is that anything? In light of MH370, does this happen often, how reliable is that GPS data? Tail # N657UA Boeing 767-300 Typical route between EGLL and KORD Time of occurrence is approximately: 3/16/2014 6:09pm CST I have also verified FlightAware is ALSO showing the same weird glitch. See below "yellow" highlighted airplane: Same A/C from FlightRadar24
. Inherent in this question is the presumption that airline passengers would avail, and they may not, but here's a real-life instantiation. According to the Mayday episode on Air France Flight 447... each other and the plane continued its fall as a result of its stall. The captain was out of the cockpit at the start of the stall. He returned afterwards (I don't recall exactly when), spent some... in the cockpit. Since the cockpit door is locked for security, how can he/she volunteer their services and enter the cockpit to try to help? In these possibly final moments, it's conceivable that someone
After answering this question on History.SE, I started to wonder if it would be possible to find out even more detail about the plane now that its serial number is known. I have no idea what kind of flight records the US Army Air Corps kept, however. I know most flight logs today are kept by pilot, but I imagine there would be some way to trace what pilots flew a particular plane. I have no idea... about where the plane flew, and maybe (if I'm lucky) who flew it when and for what purpose.
This is something I've wondered about for a long time. On really large airplanes, like a 747-400 or A380 for example, I would assume that the weight of the passengers on board is a significant to the flight characteristics of the plane. And it seems like it would be pretty easy to put all the passengers in an odd place (like all at the front or back) and as a result significantly change... with seat assignments? Or do they have ballast they can move around (like fuel ballast)? Or is the weight shift not significant enough to warrant anything along these lines?
Sorry for the slightly strange question, but Ryanair (Europe's Largest Low Cost Carrier) decided that seat back pockets took too much effort and got rid of them, and it appears the sick bags in the process. So the question comes up... What happens when Ryanair flights encounter turbulence? I can hardly imagine the Flight Attendants handing out bags ad-hoc when it's sufficiently shaky to cause motion sickness among the passengers.
and then maintain straight and level for a good 3 to 5 minutes once you got past 12,000 (so people have oxygen to breathe when they jump). And if you can descend and maintain level flight, you might as well land. But what about in a light, single engine plane (think Cessna 172 or Piper Cherokee)? Engine failures in small aircraft, for example, seem to be more common, so you have more accidents that start high above the ground. Thus, you usually have a few minutes before you're going to hit the ground and there's often only 1 or 2 passengers (rather than 100). Plus, you're usually already