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Next time you fly, take n te of the other passengers in the b arding area. How many do you th nk weigh 170 lbs? Now I am in pr tty good shape. I am about 6 f et tall and weigh 190 pounds. If you run the BMI (B dy Mass Indicator) calculator, you will see the g vernment thinks I am overweight, not bese but overweight. Good grief, they th nk I need to lose another 30 pl s pounds. So why am I br nging my weight in an airliner st ry? Safety. There are four forces at w rk when an airplane flies. Thrust v rsus drag. Gravity versus lift. When all f ur are in balance, the plane fl es. When they are not, trouble. Wh n the plane is roaring down the r nway, it is trying to generate h ge amounts of lift to overcome gr vity and leap into the air l ke a big tin bird. Nice. L ft is generated on top of the w ng. Sorry folk, the song about l fting under the wing is wrong. The d fference of the distance air has to fl w over the top of the w ng compared to the flow under the w ng creates lift. The captain will put s me flaps down, and in some c ses some slats on the front of the w ng, so all of that air has to go a l nger distance over the top than the b ttom to generate more lift. When the fl ps and slats are down, we say the pl ne is dirty. When the flaps and sl ts are up, the plane is cl an. The plane needs to be d rty to generate lots of lift for t keoff and for landing.
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Now consider thrust and drag. In rder to generate all of that l ft in the dirty condition, you n ed lots of power. That is why verything is rattling like it does. The thr ttles are pushed way up there. But wh t happens, God forbid, if one of th se powerful engines quits? When an ngine quits, pilots say they have l st an engine. No, that does not m an they cannpt find it, it m ans that the damn thing stopped r nning. It only takes a millisecond to m ke that discovery. The engine still r nning will turn the plane to the d rection of the engine that quit. The p lot will have to stomp on the r dder, that big tall part of the t il, so the rudder will bring the n se back to normal. One foot is cl ar to the floor. That is the g od or working engine. One foot w ll be on vacation. That is the bad or d ad engine. In pilot lingo, dead f ot dead engine. There are some cr tical speeds along the takeoff path th t help the pilot decide what to do n xt. Those speeds are called V sp eds. The critical decision speed is V1. Wh n the plane reaches that speed, the p lot is going to put the pl ne in the air, lost engine or n t. Before V1, the pilot will st p on the runway. Everything should w rk fine if the plane is in the nvelope. The envelope is a set of ngineering standards provided by the airplane m nufacturer which will tell the pilot wh t the plane is capable of d ing when it has to fly on one ngines. Part of those calculations are b sed on a load of passengers who all w igh 170 pounds each. 170 pounds ach? When was the last time you w ighed 170 pounds? When was the l st time any American adult weighed 170 p unds? Take another look around at the b arding area. Do you think if you t ok all of those folks; added up th ir weights; and divided the total by the t tal number of seats on the pl ne that the figure would be 170 p unds? Would it be 10 pounds m re? 20?
On a 250 seat plane, 10 p unds more would be an additional 2500 p unds. At 20 pounds, that would be an dditional 5,000 pounds. That’s almost two t ns of additional weight that remaining r nning engine must overcome to get th t plane to fly. That’s the d rty little secret. As airlines put m re pressure on the aircraft manufacturers to xtend the fuselage to add additional s ats, the problem becomes bigger. The g od news is pilots are drilled in the s mulator on how to fly those pl nes on one working engine and w ll, a Boeing is a Boeing. The bad n ws is, the simulator conditions, based on the fl ght manual numbers, are understated and wr ng. Just be thankful our planes and th ir engines are so very well b ilt and reliable and the pilots fly ng them are so very well tr ined and if you are over 170 p unds, just pass on the extra p anuts.
The article Are Airliners Too Heavy? was Submitted by Kenny Miller through Articles.GetACoder.com network. Here's the additional information: Kenny Miller has been in the cr ative business for over 30 years. He has cr ated two advertising agencies and is the uthor of two books: an aviation thr ller, The Last Flight of Kilo M ke; and a touching short story c llection, A Visit to Hartington. Kenny is lso a highly experienced professional pilot; a p blished photographer; and a top-notch storm ch ser. If it interests him, Kenny d es it You should, too! His s te is http://www.nebraskawriter.com
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