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Drama in the cockpit: Qantas crew faced 54 alarms
Nobody trains for chaos like this. Out the pilots' left window, far above the ocean, an engine bigger than an SUV had disintegrated, blasting shrapnel holes in their superjumbo jet's wing. And now an overwhelming flood of computer alarms was warning the pilots that critical systems might be failing (news.yahoo.com) 更多...
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I love these articles sometimes. It says that an aft CG could cause the plane to "Lose lift, stall, and crash". CG doesn't affect whether a wing produces lift or not. Also, it states that the flight crew of 5 had "over 100 years of flying experience". According to my calculations that would make the average flight time of the crew 175200 hours. If all of them had been flying for 50 years, that would mean they had flown 3504 hours in each of those 50 years. I think they may want to check their numbers. That being said, I'd ride on one of their flights any day. Well done.
CG affects angle, which affects speed and lift so ---? Ref. Ground School for PP license in 1960. Has it changed?
Actually too far aft CG can affect lift by way of loss of elevator authority. An aircraft is controlled by being in balance. The ability to maintain lift is directly controlled by the elevator. Imagine an extreme; you suddenly lose your elevator. It separates from the tail. What would happen?
Back to this incident: If the CG gets too far aft the elevator can't control balance at the proper slower speed for landing configuration. If you can't slow down enough for safe landing the pilot might be able to make a controlled crash.
I wonder how much control feedback there would be in a A380 before the elevator stalls with aft CG exceeded? It could be none with a sudden loss of pitch control at a critical time.
Back to this incident: If the CG gets too far aft the elevator can't control balance at the proper slower speed for landing configuration. If you can't slow down enough for safe landing the pilot might be able to make a controlled crash.
I wonder how much control feedback there would be in a A380 before the elevator stalls with aft CG exceeded? It could be none with a sudden loss of pitch control at a critical time.
You are correct Mr. Gibson.
I guess I wasn't listening too closely and it has been a number of years. I thought my instructor, a navy carrier pilot, explained it as a difference of air pressure between the top and bottom of the wing. Speed and CG were factors that affected this difference and resulting lift.
Maybe it's different for those big dudes. All that weight to lift area problem. I only flew puddle jumpers (SEL).
Maybe it's different for those big dudes. All that weight to lift area problem. I only flew puddle jumpers (SEL).
Yes, lift is the difference of air pressure around a wing. Air speed creates the air pressure and Angle of Attack (AoA) varies the pressure difference. CG is the balance point of the aircraft. It doesn't matter what size airplane, a conventional designed airplane works under the same aerodynamic principles. I should look for a link that explains it better than I can here.
