A380 certified ceiling?
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The maximum weight on the 744 for FL420 is 520,000lbs (238,000Kgs) and optimum is 470,000lbs (213,000kgs)
Funny how wikipedia just adds 30' to the max cruise alt for the A380.
It's 43,000'
TCDS A58NM Rev 4 Airbus
Leo
Funny how wikipedia just adds 30' to the max cruise alt for the A380.
It's 43,000'
TCDS A58NM Rev 4 Airbus
Leo
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All this is above my ceiling.
As a humble light twin pilot I would like to ask the pros out there who fly aircraft certified to fly above FL400, how often they are likely to operate above this level (if anyone flies the A380 then so much the better)? Do airline SOPS generally permit flying close to or at the operational ceilings of commercial jets?
I appreciate that there are efficiencies to be gained by flying higher but am informed by a corporate jet pilot of my acquaintance that there are pitfalls as well. He spoke of critical Mach numbers, higher likelihood of flameouts and the need for additional vigilance etc. How relevant is all this to the A380, 747 etc?
I appreciate that there are efficiencies to be gained by flying higher but am informed by a corporate jet pilot of my acquaintance that there are pitfalls as well. He spoke of critical Mach numbers, higher likelihood of flameouts and the need for additional vigilance etc. How relevant is all this to the A380, 747 etc?
Last edited by Cacophonix; 24th May 2009 at 18:46.
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This is officially the worst thread I have ever had the misfortune of reading. The original question was rather simple. I can't believe the word wikipedia even appeared. No one looks for aircraft limitaions on wikipedia. You look in the relevent manual. If you don't have access to these manuals don't answer the question.
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Try one more time.
As a humble light twin pilot I would like to ask the pros out there who fly aircraft certified to fly above FL400, how often they are likely to operate above this level (if anyone flies the A380 then so much the better)? Do airline SOPS generally permit flying close to or at the operational ceilings of commercial jets?
I appreciate that there are efficiencies to be gained by flying higher but am informed by a corporate jet pilot of my acquaintance that there are pitfalls as well. He spoke of critical Mach numbers, higher likelihood of flameouts and the need for additional vigilance etc. How relevant is all this to the A380, 747 etc?
I appreciate that there are efficiencies to be gained by flying higher but am informed by a corporate jet pilot of my acquaintance that there are pitfalls as well. He spoke of critical Mach numbers, higher likelihood of flameouts and the need for additional vigilance etc. How relevant is all this to the A380, 747 etc?
Postscript - A bit of self investigation and I think I am beginning to answer my own questions. It seems that flight at operational ceilings might not be advisable if this case is anything to go by.
http://www.ntsb.gov/publictn/2007/AAR0701.pdf
Last edited by Cacophonix; 25th May 2009 at 09:54.
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Do airline SOPS generally permit flying close to or at the operational ceilings of commercial jets?
Think about ceiling (theoretical), Max fligh altitude (don't go there) and optimumflight level.
Cieiling is, very broadly defined as the max altitude an airplane is capable of, and still complies with regulation requirements in terms of handling and most of all performance after depressurization.(That's an awfully broad a statement, believe me !)
Max flight altitude is, for a given weight, the fabled "coffin corner", with a margin for wing loading, generally 1.3 g, which means that your airplane won't stall during a ~40° bank, or encounter some heavy turbulence. At that altitude, the aircraft has been certified to fly safely without any problems ( engines are certicated, too).
Please remember that the altitude performance of an aircraft improves with lightening weights. For instance the initial FL of a loaded 744 is about 300 at the beginning of the flight and 390 eleven hours later. In seven years with the 744, I've never been able to climb higher than FL 410.
There is nothing in the FCOM or the SOPs to prevent you from flying at that altitude during the course of a trip, although you'd be away from the most economical cruising altitude, which would be :
The Optimum flight level.
Try and find the Airbus text on High altitude flying (The "getting to grips with Aircraft performance" and ..."fuel economy"...and "...cost index" will do you fine.)Let me know if you can't find them.
Regards
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Namib, the two pilots on that reposition flight were trying to enter the "41" club.
ATC remarked, in the transcript, "Never seen one at 41k before". They ran out of airspeed, stalled, flamed out, couldn't relight, couldn't relight, etc. etc. It was not the a/c but the crew.
ATC remarked, in the transcript, "Never seen one at 41k before". They ran out of airspeed, stalled, flamed out, couldn't relight, couldn't relight, etc. etc. It was not the a/c but the crew.
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I appreciate that there are efficiencies to be gained by flying higher but am informed by a corporate jet pilot of my acquaintance that there are pitfalls as well. He spoke of critical Mach numbers, higher likelihood of flameouts and the need for additional vigilance etc. How relevant is all this to the A380, 747 etc?
Postscript - A bit of self investigation and I think I am beginning to answer my own questions. It seems that flight at operational ceilings might not be advisable if this case is anything to go by.
http://www.ntsb.gov/publictn/2007/AAR0701.pdf
The "max certified altitude" is the highest altitude at which the aircraft can be safely flown in complience with the various regs; it's not necessarily the altitude which is the performance limit for the aircraft - on some days that will be above the certified altitude - in which case there should be no reason not to go there, if the balance of the flight plan leads that way - on other days the performance ceiling will be below max certified, and you have no business trying to get there.
The case you list was ABOVE the operatioonal ceiling, certainly the way they got to FL410 - zoom climb/energy management is not the way to go. They ended up behind the drag curve and couldn't hold altitude and speed. Had they 'nursed' the aircraft up there (on speed schedule etc) maybe they could have got to FL410 with enough speed to hold level flight. Still wouldnt have been a great choice, though.
That case also points to another reason not to play games near the max ceiling - you have very little in the way of excess power to get out of trouble with - at lower altitudes (provided you aren't ridiculously low!) you'll generally have lots of SEP in reserve (unless you've lost an engine of course). At or close to max alt you may already be at or close to max power, leaving no margin there. (Which is why the "standard" action to recover from stall warning - max power and just accelerate out of trouble - works pretty much ok at lower altitudes but is useless up high)
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Thanks for the replies.
I was asking since last week I came across an a380 on a test flight at FL430 and thought it was rather high, but there you go, it is the ceiling.
AV8R
I was asking since last week I came across an a380 on a test flight at FL430 and thought it was rather high, but there you go, it is the ceiling.
AV8R
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But of course if the altimeter reads 43000, the top of the fuselage is ~20 feet higher, and the fin 30-40 feet above that. Interestingly the engines are at about 42980 and thus have a tad better performance. 
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In seven years with the 744, I've never been able to climb higher than FL 410
If my memory serves me correctly, my beloved 742F had a ceiling of FL450. The sporadic empty shuttle flights I flew from Hong Kong to Manila was flown at FL430.
Lemurian,
is there hype pertaining flying above FL400? I always thought it was always who flies the biggest plane
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In the 80's I used to regularly commute between Munich and Heathrow, using either BA or LH. On one late Sunday flight to Munich in a very sparsely filled 727, our chirpy Lufthansa Captain announced to the few SLF's on board [about mid flight] "This is your Lufthansa Space ship Captain Hansie Xxxxxx informing you that we are at our cruising altitude, which is Flight Level 42 - pause - and a bit....[laughter from the flight deck]... and we will shortly be descending and arriving [with luck] ahead of schedule.........
I wasn't dreaming/sloshed/drugged and with a Bombers Moon we were for sure some considerable way off terra firma.
Presumably the altitude achieved was visible to ATC so maybe it was just a happy Captain looking forward to his Spanferkel mit Spargel and a huge stein of Spaten Bock Spring Beer....
teasing his SLFs.
I wasn't dreaming/sloshed/drugged and with a Bombers Moon we were for sure some considerable way off terra firma.
Presumably the altitude achieved was visible to ATC so maybe it was just a happy Captain looking forward to his Spanferkel mit Spargel and a huge stein of Spaten Bock Spring Beer....
teasing his SLFs.