Blended-wing Airliner

Mxsmanic wrote in
:

Gig 601XL Builder writes:

There's a big difference from being displaced 10 feet from the center
of a 20ft 747 cabin and being 40 ft from the center.

What difference is that?


Like th edifference between you sitting on teh edge of your bed playing
pile-it and sitting on the toilet playing pile-it.


Bertie

Mxsmanic wrote in
:

Phil writes:

Would you give up your window seat if they charged you 35% less to
sit in the middle?

For short flights, I prefer window seats, but short flights cost less,
anyway. For long flights, I prefer the aisle, because it's easier to
get to the bathroom that way.


Please, this is a family group, fjukktard


Bertie

Perhaps thay should consider rotatable landing gear (such as used in
the B-52). With that the plane could land in a crab, making banking
largely unnecessary.

David Johnson

It's likely the 1.4 gs, or even more the 0.6 gs on the inside seats,
would be objectional but that can be overcome by controlling the roll
banking into the turn. Maybe someone can refine your 20 degrees of
roll per second estimate and tell us what is typical in normal
operations of a large airplane. More importantly it would be
interesting to know if limiting the angular acceleration would have
important safety comprimises in normal operations.

The people who sit in the center section of a wide body are at 3 to 5
seats from a window. Although they may object to not having a window
they nominally pay the same as a window seated person, and if the
window seated person pulls its shade all are deprived of the view even
if sitting one seat away. I doubt the window proximity issue will have
a serious effect on the market. When we travel by a part 135 carrier
we choose flights based on convenience and price, and don't even
consider if the airplane is a wide body or not. Do readers of this
newsgroup consider the type aircraft when buying tickets as a primary
factor in choosing a flight?

Tina wrote in news:1192787743.273782.310480
@k35g2000prh.googlegroups.com:

It's likely the 1.4 gs, or even more the 0.6 gs on the inside seats,
would be objectional but that can be overcome by controlling the roll
banking into the turn. Maybe someone can refine your 20 degrees of
roll per second estimate and tell us what is typical in normal
operations of a large airplane. More importantly it would be
interesting to know if limiting the angular acceleration would have
important safety comprimises in normal operations.

Well, you can rol as quickly or slowly as ou like, just like any other
airplane. We typicall ylimit the bank to 25 deg,and thirty at the most,
where the g in a level turn is 1.15 Not much at all. Harldy more than you'd
experience when an elevator starts moving.


Bertie

JGalban via AviationKB.com wrote:

Northrop solved the problem of passenger claustrophobia by making the
leading edge of the wing transparent. The passengers were seated in a
theater-like arrangement and could see where the plane was headed.

Imagine very nervous fliers when the plane pops into a cloud?

Mxsmanic wrote:
Gig 601XL Builder writes:

There's a big difference from being displaced 10 feet from the
center of a 20ft 747 cabin and being 40 ft from the center.

What difference is that?

30 ft.

"Tina" wrote ...
The people who sit in the center section of a wide body are at 3 to 5
seats from a window. Although they may object to not having a window
they nominally pay the same as a window seated person...

Some charter airlines already charge extra for a window or aisle seat.
Country-specific regulation may affect where this is allowed.

leading edge of the wing transparent. The passengers were seated in a
theater-like arrangement and could see where the plane was headed.
Imagine very nervous fliers when the plane pops into a cloud?

A crosswind landing would be worse. A few years ago I flew in a SAS
plane with a forward-looking camera installed. Passengers could see
everything pilots saw. I loved it, but I can understand why it was
discontinued. For someone who never piloted anything it IS scary when
the plane is pointed away form the airport.

Bartek

Bertie, the issue isn't the degree of bank, but rather how fast you
roll the airplane into the bank, that would make a px well off center
feel the gs Dave mentioned. For example, if you had Mx sitting on a
wing tip and you wanted to drop the wing out from under him, you'd
bank into that wing quickly. If you banked slowly he'd not feel
himself grow lighter, but if you did it sharply you near the center
line wouldn't feel much but you could yank that tip down at better
than 1 G even when going to a bank limit of 20 degrees. That was the
issue Dave addressed.

The question was, when you start to bank into a turn, how quickly do
you establish the bank angle? I'm guessing you go from wings level to
20 degrees in a slow count of 3 or 4 -- not too much acceleration --
but would appreciate a guesstimate from some who does it for a living.




On Oct 19, 6:39 am, Bertie the Bunyip wrote:
Tina wrote in news:1192787743.273782.310480
@k35g2000prh.googlegroups.com:

It's likely the 1.4 gs, or even more the 0.6 gs on the inside seats,
would be objectional but that can be overcome by controlling the roll
banking into the turn. Maybe someone can refine your 20 degrees of
roll per second estimate and tell us what is typical in normal
operations of a large airplane. More importantly it would be
interesting to know if limiting the angular acceleration would have
important safety comprimises in normal operations.

Well, you can rol as quickly or slowly as ou like, just like any other
airplane. We typicall ylimit the bank to 25 deg,and thirty at the most,
where the g in a level turn is 1.15 Not much at all. Harldy more than you'd
experience when an elevator starts moving.

Bertie