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FAQ

Airbus seems to be filling way more airline orders than Boeing. Is Airbus putting Boeing out of business?
Airbus will never put Boeing out of business, nor will Boeing do that to Airbus.Think about this - do you think the buyers (Airlines, leasing companies) want to have one, and only one supplier of airframes, with all the pricing consequences that entails? No sir, the best leverage in price negotiation is having an alternative.What do you suppose the suppliers and subcontractors (there are many, many around the globe) think of the idea of a single customer? Do you realize that a huge % of suppliers count BOTH Airbus and Boeing as customers? The two “competitors” share the very same industrial ecosystem. Don’t even get me started on the biggest of the suppliers - the engine people: RR, PW, GE, CFM .If you really, really dig under the covers, you’ll even find that A and B do business with each other ,)
How many rolled quarters could fill a Boeing 737 to capacity?
The main issue here would be weight and not space. A 737 max 8 has a maximum payload of 46,040 pounds or 20,882 kilograms. All quarters since 1965 weigh 5.670 grams. Each roll consists of 40 quarters for 10$. This means that each roll would weigh 226.8 grams. From here the math is pretty simple. In order to convert grams to kilograms you simply divide by 1000. This means that each roll of quarters weighs .2268 kilograms a piece. If we take that number and divide it from the max payload of a 737(20,882kg) you get 92,072 when rounded. So loaded to the top with nothing but rolls of quarters you could fit 92,072 rolls on the plane. That equates to $3,682,880. Now wether or not 92,000 rolls of quarters would fit in a 737 is a different question. But assuming all seats and other components made for passengers are removed and there is no luggage, it is pretty safe to assume that 92,000 rolls would fit.
How long does it take to fill an empty tank of fuel of an Airbus 320, 330, 380 and a Boeing 737, 747, 777?
Depends on the pump rate. Most ground services use a 1000L/min rate, so let’s use this so it’s easier:A320: 27,200L = 27.2 minutesA330: 139,090L = 139 minutes = 2 hours 19 minutesA380: 323,546L = 323.5 minutes = 5 hours 23 minutes737: 26,022L = 26 minutes747: 241,149L = 241.1 minutes = 4 hours 1 minute777: 181,283L = 181.2 minutes = 3 hours 1 minute
How can I figure out the required distance to roll for a 1M-pound Boeing 747 to take off?
EasyIt is something I have done many timesI start an Excel workbook.I get the mass of the airplane.I then determine the aerodynamic drag during take-off conditions from published wind-tunnel data.   Since the velocity will be under 200 knots, I am not worried about drag as a function of Mach number.Then I determine, from wind-tunnel data, the lift of the aerodynamic surfaces in a flaps deployed take-off mode.Then I look for the rolling friction of the tires.  Then I look for the take-off thrust of the engines as a function of altitudeThen I determine the altitude of the runway above sea level.  I enter all of that into my workbook, and then do a finite-difference calculation on the equations of motion using the rows of the spread sheet for time steps.Typically when the lift exceeds the weight, the aircraft will "take-off".  I then note the distance along the runway and the time from start of roll.  Easy.
How different does hand-flying an Airbus (with the side stick) feel, as opposed to a Boeing? Does one feel 'out of the loop'?
There's a fair amount of human factors research out there on this very subject, and as usual there seem to be furious differences of opinion!I like Chin Sau Yong's take on the subject -- flying is fun, and training can turn an analog pilot into a digital pilot or a Boeing pilot into an Airbus pilot, so just get used to the way your bird flies and fly it.  That said, there are some instances where so-called "habit reversion" or "habit interference" can get in one's way when a recently learned response comes into conflict with an ingrained habit, or where a given flight control input is not accompanied by an expected sensation and thus leads to confusion or inattention.Let me first offer a link to a very straightforward discussion of how pilots (usually) learn to perceive the relationship between the application of a control input and the aircraft's response: Flight Control Forces.  Next, take a look at an engaging essay by Patrick Smith (Boeing vs. Airbus: The pilot weighs in) that points out the fact that, yeah, different airplanes feel different, but the differences between Boeings can be just as dramatic as the differences between those built by two different airframers.Okay -- that's enough even-handed leveling.  Now, let's dig a little deeper.  A 1990 research paper (Analyzing manipulator and feel system effects in aircraft flight control) describes a model for assessing the results of flight tests which "hypothesizes proprioceptive information to be a fundamental feedback quantity in the pilot's ability to adopt the compensation characteristics required by the crossover model of the human pilot."  In other words, this particular approach assumes as a starting point that pilots fly by feeling what's happening to the aircraft and adjust their inputs based on what they feel.  That's essentially how Boeing (and others) build their aircraft.  Airplane designs started out with the controls connected to wires and pipes, that's about as "direct" as you can get.  As planes got bigger, the control surfaces and the forces needed to move them grew as well.  At some point, hydraulics started being introduced to reduce the amount of work a pilot had to do to climb, turn, etc.  As this evolution took place, designers realized that they still needed to prthe sensation of direct connection between the controls and the control surfaces, so the control systems incorporated features to emulate direct connection responses.  "Fly by wire" systems -- where there no longer is a physical connection between the flight controls in the cockpit and the surfaces they move -- led many designers to come up with even more creative ways of making the controls feel like they would if they still were attached to the wing and tail-mounted control surfaces.  (A great although somewhat technical discussion of how this was accomplished in the Concorde is available at CONCORDE SST : FLIGHT SYSTEMS.) However, other designers chose this evolutionary point in aircraft-building to try a different path.Airbus engineers started with essentially a clean piece of paper, intending to take advantage of automation that could work between the pilots and the flight control surfaces to allow the former to push the latter to -- but never beyond -- the capabilities of the aircraft itself.  In an article explaining the design philosophy of Airbus A320, 330 and 340 aircraft, two Aerospatiale engineers highlight the primacy of this kind of "fault-tolerant" thinking as it shows up in aircraft design: "One of the contributions of the electrical flight controls to the safety of the aircraft is the protections which are an integral part of the flight control laws.  The structure is therefore protected during normal flying (G - load factor, speed).  A third protection, called high angle-of-attack, prevents the aircraft from stalling.  These protections lighten the pilot’s workload, in particular, during avoidance maneuvers  whether for an obstacle(near-miss) or windshear. These protections enhance safety."  (See Page on psu.edu.)"Flight control laws" are the secret to how Airbuses are so easy to fly when everything is working nominally.  I have a small amount of A320 simulator time, I found it quite intuitive just doing point-to-point and traffic pattern work.  However, I didn't have to deal with any of the degraded modes of operation, which is when things reportedly can get a bit more interesting.  There's a lot of book-learning that goes with understanding the different ways the aircraft will react (and feel) in different modes, a useful if somewhat insider-written explanation of these differences is available at Airbus Flight Control Laws.  Probably the most contentious aspect of this debate relates back to the notion of feedback to the pilot mentioned above.  One concept of flight control design sees a yoke or stick moved to start a climb or descent and remaining at least somewhat displaced in that direction until you level off.  The other involves starting the maneuver with a control input, at which point the control moves back to the neutral position and stays there until an opposing input is applied to terminate the maneuver.  Personally, I don't like the latter simply because it requires an analytical response to certain confusing, physiologically-based scenarios that have caused many accidents over time.  In other words, you have to think your way out of a situation in which your body is telling you one thing while your brain tells you another.  For example, the crew of Air France 447 couldn't figure out what was happening to them as they mushed down out of the sky in a full stall.  Lacking a decent seat-of-the-pants sense of the aircraft's attitude, if they'd seen or felt a yoke yanked all the way back to the stops, maybe they would've been able to diagnose the problem.  A neutral stick doesn't offer that kind of physical or visual cue.You don't have to look far into pilot forums to realize that there are Boeing supporters, Airbus supporters, and those who have gone A-to-B or B-to-A who either love their old ride and hate their new one, or vice versa.  From the standpoint of how the aircraft flies, there's an awful lot of personal preference that comes into play.  Design-wise, the two families of aircraft take a fundamentally different approach to how they're flown.  But the bottom line is that each works well, and they have roughly comparable safety records.
How much of the total drag force onto a passenger aircraft like a Boeing 747 can be accounted to the planes body, cabin, nose and cockpit opposed to the engines air intake?
OK, someone will jump in and get way more technical than me.In layman’s terms, there is no real drag caused by the engine intakes in flight. This is because the engines are “pulling” air in at a rate that causes a lower pressure zone in the front of them.This effect varies with flight level and engine RPM / load.Again, very simplistic terms! :)
How did Lockheed Martin, Northrop Grumman, and Boeing all gain access to or develop stealth aircraft technology for the US military at around the same time starting in the 1970s and 1980s even though they were separate competing companies?
Lockheed Aircraft started working on stealth technology in the mid 1950s in response to the Cold War with the USSR and China. The A-12/SR71 uses early stealth technology using low reflective shapes.The others were competing for Department of Defense contracts and in some cases were given development contracts to show the DoD the ability of their engineers as they pursued the available projects/programs.ARPA started in 1958 and kick started some of the technologies. In the mid to late 60s, ARPA started working on radar technologies. In 1972, ARPA became DARPA.
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