Quote:
Originally Posted by Gansan That is at least ten tanker loads! Is all that fuel loaded inside the wings? They don't appear thick enough to accommodate such a load. How is that huge fuel load evenly distributed and consumed, without affecting the balance of the aircraft? Is there some kind of ballast arrangement?
And while coming in to land, at least in fair weather conditions, will the engines be producing thrust or somewhat in idle? |
Yes, the wings and the fuselage store the fuel.
This image is from the MFD(multi function display) of the 777-300ER. It shows the total amount of fuel as 102,000 kgs. Green rectangles are the fuel pumps, total of 6, 2 for each tank. Normally, the center tanks are emptied first and then wing tanks are used. Also, notice the cross feed valves. Generally, the Left fuel pumps supply fuel to left engine & vice versa. The crossfeed valve is used to temporarily connect the two sides of the system. This system allows the shortest route for the fuel and keeps the systems separate, so a leak on one side cannot drain the entire system. The crossfeed valve is generally kept shut for this reason. A || double line indicates a closed valve while a single line indicates a open valve.
The thrust while landing depends on a LOT of factors. Your Vref i.e landing speed, flaps settings, winds etc. The idea is to maintain a set speed, and not set thrust.
Quote:
Originally Posted by Petrolhead007 What other built-in safety measures are there in the flight that helps to keep the plane safe?
Also, since you are in this field, in case of an emergency landing in water, which is the right thing to do? Inflate after we get out of water and see some light or inflate it before the flight lands in water?
|
Thank you for the compliments.
There are so many safety features present in the 777 or any modern aircraft that it will not be possible to list all of them here. Although, they are primarily divided into two categories. The first one prevents any untoward situation from occurring in the first place. for eg. stall protection, which will not let the aircraft stall. The second category comes into play when such a situation has occurred for eg. the ditching button in the Airbus, which closes the valves and openings underneath the aircraft, including the outflow valve, the air inlet for the emergency RAT, the avionics inlet, the extract valve, and the flow control valve.
As far as a water landing is concerned, it is IMPERATIVE that you inflate the jacket ONLY after leaving the aircraft. This is due to the fact a life jacket is designed to float. If you have inflated the jacket before leaving, as the cabin floods, you will pushed upward against the ceiling; making it impossible to dive and reach the exits, leaving you trapped inside the sinking fuselage.
If fact, this is what happened to the Ethiopian 961.
Quote:
Originally Posted by chandrda 2. There are many reasons as why lights are dimmed while landing/take off, but what is the official reason?
3. How much does an aircraft stretch and twist under pressure while flying, as I see the wings completely bent upwards in flight.
4. Why is roll/pitch felt more in the tail of an aircraft
Regards |
2. Already discussed. Please refer my earlier post.
Link to post
3. For the 777, it's like 15 feet or less.
4. That is a misconception. An aircraft is like a see-saw, with the center of gravity being in the wing area. The fulcrum is near the wings. So the pitch is felt most at the rear and the front. But the thing is, while climbing the aircraft pitches up so the rear goes down considerably. But descent does not command a pitch angle like climb does. So at the rear, you might not feel that the aircraft is pitching down.
Thanks for the compliments.
Quote:
Originally Posted by Jeroen Thanks. That sounds similar to Boeing Altitude Range Arc. It indicates where the MCP altitude will be captured based on current ground speed and vertical speed. Or it this bird thing something different altogether? |
No, the FPV is completely different. It is present in the 777 also. Check the EFIS control panel image in the first page which shows the FPV button. It's an icon displayed on the PFD which provides the flight path angle and drift. It tells us where the plane will be shortly if the flight controls and throttles aren't moved from their current position. It's based on inertial data calculated in the ADIRU and fed to the FMC.
Altitude range arc simply draws an arc on the ND showing the point at which the climb to the altitude set on MCP will be reached.