mirage έγραψε:Πως πετα καυσιμο το 320;
Δεν πετά. Το ξέρω ότι το ξέρεις, αλλά προς γνώση όλων:
https://en.wikipedia.org/wiki/Fuel_dumping
If a flight takes off at the maximum takeoff weight and then faces a situation where it must return to the departure airport (due to certain mechanical problems, or a passenger medical problem for instance), there will not be time to consume the fuel meant for getting to the original destination, and the aircraft may exceed the maximum landing weight to land at the departure point. If an aircraft lands at more than its maximum allowable weight it might suffer structural damage, or even break apart on landing. At the very least, an overweight landing would require a thorough inspection for damage.
As jets began flying with US airlines in the late 1950s and early 1960s, the FAA rule in effect at the time mandated that if the ratio between an aircraft's maximum structural takeoff weight and its maximum structural landing weight was greater than 105%, the aircraft had to have a fuel dump system installed. Aircraft such as the Boeing 707 and 727 and the Douglas DC-8 had fuel dump systems. Any of those aircraft needing to return to a takeoff airport above the maximum landing weight would jettison an amount of fuel sufficient to reduce the aircraft's weight below that maximum landing weight limit, and then land.
During the 1960s, Boeing introduced the 737, and Douglas introduced the DC-9, the original models of each being for shorter routes; the 105% figure was not an issue, thus they had no fuel dump systems installed. During the 1960s and 1970s, both Boeing and Douglas "grew" their respective aircraft as far as operational capabilities were concerned via Pratt & Whitney's development of increasingly powerful variants of the JT8D engines that powered both aircraft series. Both aircraft were now capable of longer duration flights, with increased weight limits, and complying with the existing 105% rule became problematic due to the costs associated with adding a fuel dump system to aircraft in production. Considering the more powerful engines that had been developed, the FAA changed the rules to delete the 105% requirement, and FAR 25.1001 was enacted stating a jettison system was not required if the climb requirements of FAR 25.119 (Landing Climb) and FAR 25.121 (Approach Climb) could be met, assuming a 15-minute flight. In other words, for a go-around with full landing flaps and all engines operating, and at approach flap setting and one engine inoperative, respectively.
Since most twin jet airliners can meet these requirements, most aircraft of this type such as the Boeing 737 (all models), the DC-9/MD80 and Boeing 717, the A320 family and various regional jet ("RJ") aircraft do not have fuel dump systems installed. In the event of an emergency, requiring a return to the departure airport, the aircraft circles nearby in order to consume fuel to get down to within the maximum structural landing weight limit, or, if the situation demands, simply lands overweight without delay. Modern aircraft are designed with possible overweight landings in mind, but this is not done except in cases of emergency, and various maintenance inspections are required afterwards.
Η κατάσταση που ανέφερε ο Μάρκος είναι φάση pan-pan οπότε η ενδεδειγμένη καθώς είχαν τη πολυτέλεια να κάνουν κύκλους μέχρι να κάψει το έξτρα καύσιμο παρά να προσγειωθούν υπέρβαροι. Αν ήταν όμως emergency λχ. επιβάτης παθαίνει εγκεφαλικό ή πιάνει φωτιά on board, τότε προσγειώνεσαι ΤΩΡΑ.