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1 kwi 2018 · This paper studies the ability of the fuselage's lower lobe to absorb the energy during a crash landing, where the introduction of the composite materials can improve the crash survivability thanks to the crushing capability of structural parts to limit the effects of deceleration on the occupants.
Loss of control can occur if the aircraft is loaded for flight in such way that it is outside of the flight envelope or is mis-trimmed because the actual loading of the aircraft is not as documented. Flight outside the flight envelope may also arise after take off because of in-flight load shift or fuel transfer effects.
Load shifting is a dangerous phenomenon in water, air, and ground transportation where cargo shifts in a cargo vehicle. This causes the vehicle to tilt, which causes even more movement of the cargo, and further tilting, thereby creating a positive feedback loop.
As soon as power is lost from the engine generators, the battery kicks in to provide just enough electricity to power vital systems such as the emergency exit lighting and the PA system. Bottom line An aircraft like the 787 is heavily reliant on electrical power to operate.
In powered aircraft, thrust is achieved through the powerplant, be it a propeller, rotor, or turbine. With a glider, thrust is created through the conversion of potential energy (altitude) to kinetic energy (airspeed) by pitching toward the ground.
I understand it's excessive loads that cause structural damage or failure when an aircraft is flown beyond the positive or negative limit load factors. But what induces structural damage or failure when the same aircraft is flown within the limit load factors?
Mismanagement of mechanical energy (altitude and/or airspeed) is a contributing factor to the three most common types of fatal accidents in aviation: loss of control in-flight (LOC-I), controlled flight into terrain (CFIT), and approach-and-landing accidents. Thus, pilots need to have: An accurate mental model of the airplane as an energy system.
