To prove the airframe can handle that load, every flying airframe is "proofed" to 1.125x the DLL (representing a 2.8g load at MTOW) which it must survive without structural compromise ("bending"). The DLL is the "safe working load limit" of the aircraft under normal conditions, which pilots and airlines shouldn't exceed. The aircraft, however, can take even more. Even in this maneuver, you're unlikely to feel more than about 1.25g of force pushing you more firmly in your seat. A "steep turn", using wing bank in the 20-40* range, is about the steepest maneuver you're likely to experience on a commercial airliner, when ATC asks for a "nonstandard turn" during approach or departure to fit the plane through a gap in traffic. You are unlikely ever to get anywhere close on the average passenger flight in a sustained maneuver such a banked turn would be hard even for the pilots to sustain. This means the aircraft can, theoretically, withstand much higher g-forces on a ferry flight when there are no passengers or cargo at the 738's operating empty weight of 41,145 kg (90,710 lbs), the DLL represents a maneuvering of 4.8g. The aircraft's combination of mass and G-loading should not exceed this number. Multiplied by the 737-800's MTOW of 79,000 kg (174,165 lbs), we get a critical number when talking about such things, which is known as the "design load limit", which for the 738 is 197,500 kg (435,412 lbs). ![]() The weight used for rating purposes is usually the aircraft's max take-off weight, because this is the heaviest that a plane is expected to be while flying (and thus subject to maneuvering loads), and so the most pessimistic.įor static G-forces, the 737 class operating G-range is between +2.5g to -1.0g at MTOW in "clean" configuration (reduced to between 2.0-0.0g under full flap). ![]() Which one we're talking about is very germane to the question most maneuvers deal primarily with a static load caused by the change in direction of travel over a sustained turn or pitch-up, however dynamic loads from turbulence while maneuvering must also be accounted for.Īlso very relevant is the weight of the aircraft at the time of a g-loading event g-forces are always a multiple of this mass relative to the force of gravity on that mass. ![]() Dynamic loads are transient turbulence and touchdown are the two big ones. The difference is time static loads are those placed on the airframe and its contents during relatively sustained maneuvers like climbing, banked turns, etc. There are two basic classes of G-load static and dynamic.
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