I’m a fueler at BNA & lately have been working with Southwest which only flies 737s - watching your videos have given me such an appreciation for my job and I’ve literally enjoyed working there more knowing more about these planes than I received in our training. Keep up the good work. It’s so nice to be able to look at the dozens of 737s I see daily and understand why they are the way they are. Thanks :)!
While killing time waiting for my flight, I noticed a working crew fueling a plane through the wing which got me curious. I'm glad I googled it and found this channel. Gave me a lot of insight on why.
In a documentary about airplanes, it was said there was so much space in the wings so the engineers decided to store fuel in there. It created more space in the fuselage for passengers and cargoes. Function followed by science.
Your videos have really helped me with my fear/anxiety of flying. I have had to fly twice in the last year alone and it is a terrifying ordeal for me. Being a gear-head myself, it is so reassuring to know how a plane actually works. Thanks!
One interesting thing I learned flying with my dad is as you fuel up the wings, they actually sag a significant amount. His plane has a 30' wingspan, the wings would sag about 6" at the tips when fully loaded with fuel. Also, the more fuel, the less the turbulence is, by a LOT. With almost empty tanks it feels like you are on a roller-coaster sometimes, with full tanks, the turbulence is probably 1/2 or a 1/4 of what it is empty.
The holes in the ribs in the wings of the aircraft are called baffles. They act like seperators to prevent the fuel from sloshing around inside the fuel tank.
That was a really fascinating video. I'm a Chemical Engineer so its very interesting to know how similar safety principles used for fuel storage and transport in refineries are applied to the fuel systems in aeroplanes.
Your videos are so nice to watch and it's so stress-relieving just to look at the positive man talking about aviation stuff with a high level of professionalism and a constant smile on his face!
I have been flying small aircraft for decades. I love to fly! I have just found this chanel and I find it extremely professional. Very clear scientific explanations served one bite at a time. Great chanel!
i've always been fascinated by planes but wow this video shows just one element of the plane and how well constructed and well thought out this flying bus really is, keep the videos coming
There's a good analogy to storing fuel in the wings-tightrope walkers who carry a heavy pole. The danger with tightrope walking isn't failing to step down squarely on the rope. That's easily learned. It's maintaining a vertical stance, not rotating about the rope far enough to one side or the other that you fall. Think about it a moment. Once you start leaning to the right, how do you correct that? There's nothing to grab on. That heavy pole extending far out to the side helps in two ways. First, because of its length, it creates rotational inertia. It takes far more force to cause you to rotate. That makes balancing easier. Second, it offers a way for the walker to adjust his balance. He simply moves the pole slightly. If he starts to fall to the left, he can just move the pole a bit to the right to restore his balance. Planes are much like that. Having the weight of the fuel out on the wings makes the plane more stable than it would be if all that weight were close to the centerline. And being able to consume fuel from those tanks also allows the pilot to keep the plane more balanced. ---- My guess is that this difference is also reflected in how fighters and, cargo planes bombers are built. Fighters store most of their fuel in the body of the plane or in tanks close to the centerline. For them, the ability to maneuver quickly is a plus. On the other hand, cargo planes and bombers store fuel in their wings. That has the additional benefit of opening up space in the body for bombs for cargo. Mentor Pilot might want to look into a related question that has long intrigued me. Why do almost all commercial cargo and passenter planes have low wings while most military cargo planes have high wings? I can think of a number of reason for the latter, including greater inherent stability when doing tight maneuvers and placing the engines further from the ground so foreign material is less likely to get ingested taking off from crude runways. Is that why? I don't know.
@@shubhankardasgupta4777 En aviación se usa el PESO del combustible (ya sean lbs, Kg, etc) no se mide en lt. Eso sólo lohace el camión cisterna que los abastece... de ahí el problema que a veces sucede al convertir de lt. a PESO (lbs, Kg...)
As the fuel is "sucked out" of the tanks, how does the air get in its place? On the reverse: when the plane is fueled, how do the air from the tanks get out? Is air pumped in/out or are there valves on the tanks by which air can enter and leave?
I also wonder about this question. Until TWA800 the tanks used to be connected to the outside air. Kerosene is difficult to ignite as sea level pressure, so this was thought to be perfectly fine at the time. Turns out that at altitude the small amount of fuel vapour and the small amount of air, makes for a perfect explosive ratio. If the tanks are now filled with Nitrogen, there has to be some valve system to keep the inside pressure the same as outside pressure. Or the wings will deform (get inflated or squeezed flat) with the change in altitude. Some valve not unlike the scuba dive regulator ????? The other option would be rubber inner fuel bladders, like in the military. (heavy and expensive)
Jet fuel is carbonated with oxygen; as the pressure drops from lack of fuel the carbonated air is released into the empty space....ok I have no idea but is sounds good hu?
There are vents near the wing tips. As the fuel is used, the air enters by the fuel vents through dynamic pressure (fancy word for Relative Wind Force). This way there´s never negative pressure inside the fuel tanks. :)
I remember one of his videos (it was why you can't walk underneath the wing, I think) he mentioned a valve at the bottom, which could fix the fueling issue. Maybe they use the same valve for balancing the pressure during flight, but this is only a guess.
Another part not touched on in the video or in the comments that I have read so far is for fire safety in crashes. The fuel being in the main body could make for some bad explosions and more injuries / deaths from burns. (aside from the middle tank which is used first) With it in the wings, not only is it on the other side of the cabin walls, but it is more likely to be spilled and or have the wings ripped off in the crash. Which means the fuel will be not where the passengers are when everything comes to a stop. It also allows fire fighters to get foam on the fuel faster, versus inside the cabin with the passengers and or cargo.
The most famous example of a commercial aircraft that DID use fuel to alter its centre of gravity is the Concorde; it had a tank at the extreme end of the aircraft as shifting the CoG was necessary as part of shifting between supersonic and subsonic flight.
Fun Fact: The SR-71, when fully fueled would leak like a sieve. It was designed, when at extreme altitudes to then seal up the wing fuel panels from expansion/contraction. Reference: We had one stored in our hanger many, many years ago and talked to the pilots as the SR-71 leaked all over the hangar floor.
@@jshepard152 It was but the issue was that the titanium metallurgy was in its infancy (the US needed to import titanium from russia in secret through shell companies). So the alloys had a much higher expansion factor than what we have today, and the components (like welding) couldn't take as much pressure. The SR-71 would grow by almost a foot in flight. Fuel tankswith "slack" was the solution the designers found to solve the problem, and the plane had a pretty light fueling on the ground then would be immediately refueled once it'd taken off. And the JP7 fuel for the SR-71 was created specifically for that plane, with a much higher thickness and flashpoint than standard avgas (hence the use of TEB slugs to restart the engines if they shut down, which did happen on some maneuvers, a blackbird had 16 TEB shots so for very long flight this was a strategic resource). The fuel in the SR-71 was also used as coolant, as hydraulic fluid for some systems. JP7 was much later reused for the X-51 Waverider, where it was also used as coolant and lubricant.
LOL! I'm picturing passengers doing a "Bucket Brigade" down the isle to keep the plane flying. Passengers in the last 3 rows have the reserve fuel. ;-)
Lol I can just see it now as part of the safety speech. "In the event of us running out of fuel, you may be required to hand a jerry can to the flight attendant, the fuel cans can be found under your seat next to the life jacket. Seats 14A and 14B have diesel fuel, this is used for the equipment on the tarmac once we land, please do not use this fuel for the plane."
@@mach6893 They do have separate tanks. A B747 for instance has 2 main tanks in each wing plus a small reserve tank (and a vent tank), the center wing tank is a separate tank. So 7 individual tanks in the wing.
I am a teacher. The way he explains the things just like a teacher. I used to think where the fuel is store in the aeroplane but my doubts are cleared today hats on sir
Highly appreciate the way you have explained as to why Fuel Tanks are located where they are located, I am in my seventies but such information is always beneficial.... Thank You.
I was surprised when I found out that the deHavilland Beaver has belly tanks. But, that was a part of it being a purpose built bush plane. Apparently, it makes it easier to refuel with gas cans. Makes sense, not having to climb into the wings with a gas can to refill it in some remote outpost.
Suction of fuel in high altitude result reduction of pressure on (liquid) that reduces the boiling point to make liquid releases bubbles in a phenomenon so call (cavitation) which happens hydraulic systems
Alton Rowell it was poorly explained, but definitely not nonsense. The basic idea is right, and it was even mentioned (without any specific details) at 8:31. :-B
Just got a job as a refuler XNA, so, doing all the YT learning and plane research I can before my first day, they of course train you, but knowing what to do and what to expect and why things are done is always good.
I love the footage inside the center tank. I worked in the wing shop on the Citation X, where the largest part was still tiny, so now I'm jealous of those people who didn't have to contort their arms and hands to buck the rivets, lol.
FlesHBoX our fuel tank repair guys would get into the tanks and do their work. Very hard on the knees. They learned to always take the access panel with them into the tank to ensure they didn't get trapped in there.
You semi-covered this: There is a great deal of stress at the point where the wings connect to the fuselage. Transferring weight from the fuselage into the wings relieves a lot of that stress. In the event of a fuel fire, having the fuel in the wings, rather than under the passengers adds a margin of safety. And, of course, Aircraft, like ships, like recreational vehicles... Everything has multiple uses, no wasted space... Empty wings are wasted space.
The point is known as the wing root, and the wing root undergoes incredible amount of stress due to the weight of the fuselage and the lift pushing on the wing! Storing fuel in the wing relieves the lift-induced stress.
I'm learning so much from this channel, thank you so much. The Swedish accent is also very nostalgic for me , as my dad worked in Sweden in the 80s and 90s. 😊
You have to indicate that this video refers to MODERN Commercial aircraft. Briefly & historically - fuel tanks were in engine nacelles e.g. WW1 - Gotha G4 & Vimy; and in fuselage e.g. Gotha G5; also in WW2 - Spitfire, Me-109; later fighters had Bladder tanks / bag tanks or fuel cells - reinforced rubberised bags were installed in sections of aircraft structure. Increased commercial flying (1930's onwards) required cabin space for passengers & cargo where the hollow structure of wings makes fuel storage an efficient use of space. Introduced in e.g. Douglas DC-1, DC-2, DC-3, Boeing 247, 307, Ju52 and post-WW2 designs; the "wet wing" - with Integral tanks in areas inside the aircraft structure, including the empennage (Tail-section) that have been sealed to allow fuel storage. The weight of the wing tanks and fuel counteract wing bending loads and locating fuel tanks in the wings also moves fuel further from passengers and crew in the event of a leak or explosion.
The extract of this story is, balance is the key for stability and things should be divided equally, while giving limited freedom, if stakes are, such as plane !
Consistently fascinating and beautifully produced content on a subject that captured my mind and imagination for much of my 61 years. Aviation and flight, the machines, the theory and tech., aviation's turning points, aviation heroes, as well lessons learned from tragedy. Deep bow to you sir.
I commented on another of your vids, suggesting that you move the sponsor advertisement, which would be of interest mainly to students, to the end. I see that you have done that here and I think it works very well. I'm not a student myself, and even *I* watched the ad! Thanks for another informative video. I would be interested in a video or three that talked about the role of ATC and how pilots interact with it, both on short-haul and long-haul (incl. trans-oceanic) flights. I myself, a non-pilot, have, for example, a vague idea of zones of ATC control (in the USA anyway) and that "hand-offs" occur between them in some way, but have no understanding of the details and no idea if it all works the same way everywhere in the world. Likewise it would be interesting to know what (if any) hierarchies of ATC exist - for example are there national/regional/local ones that have different responsibilities and authorities? I'm sure many of your viewers already know all this but I suspect that most do not. Another idea for a vid: my civilian airport, GEG, lies only a few miles from an Air Force base. SEA has several large military aviation facilities nearby. How is ATC coordinated between military and civilian authorities in shared airspace? Who has authority (military vs civilian), over what, under what circumstances, and how do they manage to stay on the same page?
1990s: "The internet will be an wonderful tool to spread knowledge" 2024: "Airplanes dont use fuel and the Earth is flat because a guy told me". Yeah...
I would like to see a video that explains the differences between the different types of approaches: Visual, ILS, GPS, etc. Also, what is your assessment of the "Next Gen" air traffic control (ATC) system and why is it taking so long to implement?
1 wing of the A380 has the widest dimension of 16 m and the smallest 4 m. The height of the wing is the highest 2 m and the lowest 0,5 m, the length of the wing is 45 m. Average values 10m x 45m x 1,25m =560 000 Litres So the volume of one wing is 560 000 Litres and the fuel can fit 120 000 Litres. So nothing unrealistic :) Normal route Berlin and New York is 6300 km and max range of A380 is 15 000 km. So for this route the plane needs to refuel half of the fuel tank. A380 flight with 800 passengers Berlin - New York at a ticket price of 500 euros and fuel consumption of 150 000 liters, where a liter costs let's say 1.3 euros, so the passenger will pay 50% of the ticket for fuel. Passenger 800 x 500 = 400 000 euros Fuel 150 000 x 1,3 = 195 000 euros. Everything is real even without conspiracies.
The part about the fuel cooling the fuel pumps reminds me of something I heard from auto mechanics about keeping the fuel level to at least a one quarter of a tank, especially during the summer months. That is, the gasoline in the fuel tank prevents the fuel pump from over heating, a problem leading to fuel pump failure.
That's correct about the low fuel level being hard on the pump but there isn't much of an explosion risk because at typical temperatures, gasoline actually generates TOO MUCH vapor to be flammable in air. The flammability range of gasoline in air is 1.2 to 7.1% by volume. The upper limit of 7.1% corresponds to a partial pressure of about 7 kPa at standard pressure air. Typical gasoline has a vapor pressure of 7 kPa down at -20 deg C (-4 deg F) and is higher than 7 kPa at all higher temperatures. So as long as there is still some liquid fuel in the tank and as long as the temperature inside the tank is above -20 deg C, the mixture inside is too rich to burn even if the pump were to make a spark.
@@sbreheny Not really but I do see your point. A fuel pump won’t suddenly spark from overheating. However, over time from excess heat as they’re electronics. Accelerated wear occurs which can cease functioning.
Thanks for the excellent explanations. For a person like myself who is not a pilot or wanting to be a pilot, this is very nice to know these background details.
Mentour Pilot can you do a video of aircraft pa system speakers? Meaning the microphones, the speakers and if there is one can you tell us about the amplifiers on the planes that power the speakers? Btw I'm very into audio and have always been interested in how those sound with music.
Many thanks about this topic ! Avoiding too much strenght applied to the area where both wings are linked to the fuselage is a very good reason why the fuel is stored inside the wings : clear explanation ! I have always been very surprised by the fact it is possible to store so many tons of fuel inside the wings !!! Aircraft wings seem quite thin; even they are very wide, you always ask yourself how it is possible to put inside such a quantity/volume of kerozen !!! For instance (if I'm right), B737-800 gets 3 fuel tanks : 1 in each wing (almost 5000l) and 1 main in the center (~15000l) that means each wing can load at least 4 tons ! Furthermore, the center of the wing can only be loaded (other parts is dedicated to moving mechanisms like flaps slats...) and it can be loaded with more than 4 tons : that's surprising....
I did not know the SR71 used fuel for trimming also. Makes perfect sense. I knew the J7 fuel has a huge boiling/ignition point and is utilised as an airframe coolant due to surface friction at warp speed. I also thought baffling(steel wool) was used in all aircraft to stop sloshing. Good thing this educated gent knows his stuff lol
as up to my knowledge, spars are mainly used to add rigidity for countring torsion and bending moments whereas ribs are to maintain the aerofoil structure of the wing
s mitchell That's what I think. Didn't the Navy have maneuvers in the Atlantic just south of that area and didn't they say that one of their missiles "went a little funny in the head"? I didn't believe those stooges from NTSB and FBI. I can still see that Jim Whatsisname lying his ass of on TV. You are correct.
when I took my first flight I was so Scarry because lack of knowledge about this its 21years ago so now I am flying every year 9hours up and down thank you for sharing your knowledge with others
Thats an awesome explanation, Nitrogen is an inert gas,filling inside the tank makes it fire safe & Also gives positive pressure for pump suction. i am a marine engineer onboard VLCC, we use spent flue gas from boiler uptake to fill the cargo tanks as inert gas to mitigate fire hazard.
Me too, and I am looking so much forward flying again with a nice ryanair trip in a month and this time again with more knowlege what's all going on around me.
What makes you think the area inside the wing is small space? I have worked some large aircraft such as MD-11, you can get lost inside the wing. It is very large.
Cheddar Roman yes, OR, or, these conspiracy theorists do it for attention. It’s funny, how they apply laws, but then say they are false when used against them
Great video! Questions: 1) In the event of an AC power system failure, what power supply is used to run the AC driven pumps? 2) Is there a DC battery driven backup power supply (inverters) to bridge the gaps of AC power loss created by an unexpected AC power loss? 3)Does the APU have the capability to run off of the emergency back-up (inverted) DC power supply driving the pump for its fuel supply?
Since I started working in the airport as the pax bus driver, have been really interested to know much about the aircraft and how they operate both on ground and on Air.. Thanks for your channel has been so helpful to me🙏👌
i will like you to do a video on how the pilot manage to maintain the front tires to be exactly on the line during taxing on the apron to the runway vise versa
I would really like to hear your thoughts on the two accidents of the 737-8 Max. Spiegel recently reported that Boeing might have underengineered this significantly updated version of 737-800. I have also recently heard on the radio that the problem was a software fix meant to make it easier for the pilots to fly the new plane. Specifically, the software that was supposed to emulate the older version of 737 in the newer version so that pilots could more easily transition to the new plane (and also of course reduce cost). The fact that both planes essentially nosedived at significant speed (around 700kph) into the ground seems to indicate a systemic problem with this type of aircraft. China has recently banned the use of the 737-8 Max. I cannot imagine what the crew and passengers must have felt like when they realized they were heading toward certain death. Horrific. What are your thoughts?
That is the REAL fuel system. New planes do not use hardly any fuel but we are told they have thousands of gallons pumped into their wings for every flight in order for us to pay high ticket prices but the bigger issue is hiding free energy from people. Or at least MUCH less expensive energy. Oil companies would all go out of business
You're all crazy...my Cessna 152 runs on unicorn farts, but they are so hard to catch...and they really hate it when you shove a hose up their butts...lol
You mention that the wings flex during flight. Has the constant flexing and de-flexing of wings ever cause stress fractures, and then wing failure??? How are wings designed to prevent such disastrous failure?? I am sure something is done.
Failure is caused by fatigue, that is damage due to repeated alternating loads. The bottom surface being subjected to tensile stresses, is more prone to fatigue. Fatigue failures are prevented by choosing appropriate materials and by avoiding stress concentration ( higher stresses at cut outs, sudden change of geometry) or adequately reinforcing areas of stress concentration. On metallic wings, fatigue is reduced by "shot peening" of wing skin, a process in which the skin is blasted with small beads which introduces beneficial compressive stresses.
Metal/structural fatigue is of course a factor. I don't all the details, but I do know aeronautical engineers do account for it in their designs and come up with ways to minimize it. Of course it's not perfect but considering jetliners 30 years ago can still fly even with metal/structural fatigue, they do a decent job of it
Worked at MICAN sanding metal airplane wings for a year... did the 'peening' as well on the skins. To my knowledge we were getting rid of airpockets in the metal... creating a more uniform surface for the eventual final production of the air-plane wing.
I love watching this channel, when I was a small boy I admired to be a pilot but later a long the way my dream wasn't achieved. When I watch this channel I get to easily learn more of what happens in the skies. Big up to this senior captain for always sharing this information. Fly high and high sir❤️
I think there are numerous fuel pickups inside the tank so that even when inverted or when experiencing negative vertical acceleration (negative "G force") there is a way for the pumps to draw-in fuel. The pumps then deliver pressurized fuel to the engines so they do not rely on gravity.
There is one huge potential drawback to using wet wing fuel storage. It doesn’t handle corrosion all that well. A 737 operator on the Hawaiian Islands wouldn’t just have to contend with increased rate of fuselage fatigue from repeated pressurizations, but also corrosion caused by the salt water in the moisture in that part of the world.
An additional reason might be that a fuel tank in the fuselage may be more fatal in the case of an accident and fire I guess. Engines and fuel tanks relatively separated from the passengers seems to be a better choice.
Could you do a video about why pilots use feet and miles instead of meters and kilometers? I think I have an idea (namely imperial isnt as easy to confuse with each other as the metric system is) but I am not really sure.
It is a good question that I planned to ask, too. Anyway did you know about the Gimli Glider? (If you didn't I would suggest you the English article on it on Wikipedia., very nice and detailed.) There the fuel starvation was partly caused by the different measuring system and some miscalculation from pounds to kilograms and liters and back.
Aviation is done in feet and miles mainly because it's the agreed-upon standard, as is the use of English. Aviation actually does not use miles, but nautical miles, which are based off the distance between latitude lines -- every 1° of latitude is 60 nautical miles.
My guess before watching is.. 1. Wing is close to the engine so no long tube from engine. 2. Space cannot use for store other “bigger” thing like luggages or person. 3. Weight balance.
I used to refuel for USAir back in the late 1980s, mostly 737-200/300/400 as well as 727-200 and an occasional DC-9. Interesting to see that the fuel panel hasn't changed much since the 737-300/400 (the -200, both 737 and 727 were analog dials!). We used hydrant carts, which I don't see being used very often these days; mostly tanker trucks.
kd5you1 I think the centre of lift moved with changes of speed, so the fuel was moved to keep the centre of gravity under the centre of lift. I always wondered if that meant Concorde became harder to trim fore-and-aft when running out of fuel - just when you need to trim for that emergency landing...
I flew a Concorde in Microsoft Flight Simulator, and I think you are right about the Concorde being harder to trim because there was not enough fuel to transfer to the other tank. You are probably right about your first statement as well. Although FS is just a simulation it does take aircraft balance of lift and gravity into consideration, however I never had any problems controlling or landing the Concorde even with low fuel quantities in any of the tanks.
I’m a fueler at BNA & lately have been working with Southwest which only flies 737s - watching your videos have given me such an appreciation for my job and I’ve literally enjoyed working there more knowing more about these planes than I received in our training. Keep up the good work. It’s so nice to be able to look at the dozens of 737s I see daily and understand why they are the way they are. Thanks :)!
BNA - good old Berry Field.
This man is contributing a lot to the public. Thanks a lot. Keep moving.
He is a conman liar, there is no fuel in wings, total BS. These planes run on compressed air, not fuel.
now that's funny
@@leonmacri2910
Elon Musk?
That you?
@Androya 13
Background info:
Elon musk proposed the idea of flying cars with cold thrusters.
Conspiracy theorist much?
I had no idea aircraft wings were also fuel tanks. I'm bingeing your videos at the moment and learning such a lot. Your channel is excellent.
While killing time waiting for my flight, I noticed a working crew fueling a plane through the wing which got me curious. I'm glad I googled it and found this channel. Gave me a lot of insight on why.
It’s channels like these that make me realize that I haven’t turned on my TV to watch cable in months! Thanks Mentor!
It certainly is more intelligent. Pbs is cool. This video group takes me away from t.v. and you can take it with you on your travels.
Same here
In a documentary about airplanes, it was said there was so much space in the wings so the engineers decided to store fuel in there. It created more space in the fuselage for passengers and cargoes. Function followed by science.
Your videos have really helped me with my fear/anxiety of flying. I have had to fly twice in the last year alone and it is a terrifying ordeal for me. Being a gear-head myself, it is so reassuring to know how a plane actually works. Thanks!
lmao what are you going to do take your wrench outside at 35k feet doing 540mph and fix it if it has problems?
Agent 47 has no fears.
@@heyitsthatoneguy91 No hes saying he appreciates and is interested in on how planes work, and run.
I dont think you understand what a gear head is
It is also reassuring to know how much abuse an aircraft goes through during testing to ensure that it will manage in normal situations.
You are a walking aeronautical encyclopedia. I am no pilot but enjoy learning how things work. Thanks for posting these videos..
"The Wings was perfectly designed to flex"
Wings:
"Bruh, do you even lift?"
[The wings very hard, they flex so hard they flex themselves right out of the room]
yes.
Underrated coment
Excellent video. You just forgot to mention that for £ 12.89 Ryanair let you fly in a wing with your mouth just above the fuel level.
Hahaha
lmao
Lol
Funny
@@MentourPilot get roasted
One interesting thing I learned flying with my dad is as you fuel up the wings, they actually sag a significant amount. His plane has a 30' wingspan, the wings would sag about 6" at the tips when fully loaded with fuel. Also, the more fuel, the less the turbulence is, by a LOT. With almost empty tanks it feels like you are on a roller-coaster sometimes, with full tanks, the turbulence is probably 1/2 or a 1/4 of what it is empty.
The weight of the fuel counters the lift forces.
The holes in the ribs in the wings of the aircraft are called baffles. They act like seperators to prevent the fuel from sloshing around inside the fuel tank.
He said that, why are you repeating what he said what they do?
@@ollelarsson995 So that someone like you could point it out. Click bait?
They strengthen the wing section.
That was a really fascinating video. I'm a Chemical Engineer so its very interesting to know how similar safety principles used for fuel storage and transport in refineries are applied to the fuel systems in aeroplanes.
Your videos are so nice to watch and it's so stress-relieving just to look at the positive man talking about aviation stuff with a high level of professionalism and a constant smile on his face!
indeed!
STRESS? YOU WANT STRESS? AAAAAAAAGGGGGURRRRGHHHHHHHH!!! PUNCH YER FACE OUT!!!!
;p
joking right?
srdjan m very true
i will be glad when men stop acting like women
I have been flying small aircraft for decades. I love to fly! I have just found this chanel and I find it extremely professional. Very clear scientific explanations served one bite at a time. Great chanel!
i've always been fascinated by planes but wow this video shows just one element of the plane and how well constructed and well thought out this flying bus really is, keep the videos coming
I felt like a center fuel tank being loaded with awesome information. Thank you Captain!
There's a good analogy to storing fuel in the wings-tightrope walkers who carry a heavy pole. The danger with tightrope walking isn't failing to step down squarely on the rope. That's easily learned. It's maintaining a vertical stance, not rotating about the rope far enough to one side or the other that you fall. Think about it a moment. Once you start leaning to the right, how do you correct that? There's nothing to grab on.
That heavy pole extending far out to the side helps in two ways. First, because of its length, it creates rotational inertia. It takes far more force to cause you to rotate. That makes balancing easier. Second, it offers a way for the walker to adjust his balance. He simply moves the pole slightly. If he starts to fall to the left, he can just move the pole a bit to the right to restore his balance.
Planes are much like that. Having the weight of the fuel out on the wings makes the plane more stable than it would be if all that weight were close to the centerline. And being able to consume fuel from those tanks also allows the pilot to keep the plane more balanced.
----
My guess is that this difference is also reflected in how fighters and, cargo planes bombers are built. Fighters store most of their fuel in the body of the plane or in tanks close to the centerline. For them, the ability to maneuver quickly is a plus. On the other hand, cargo planes and bombers store fuel in their wings. That has the additional benefit of opening up space in the body for bombs for cargo.
Mentor Pilot might want to look into a related question that has long intrigued me. Why do almost all commercial cargo and passenter planes have low wings while most military cargo planes have high wings? I can think of a number of reason for the latter, including greater inherent stability when doing tight maneuvers and placing the engines further from the ground so foreign material is less likely to get ingested taking off from crude runways. Is that why? I don't know.
And what did we learn in this episode?
Engineers are damn smart people. :)
lbs of fuel!
@@geraldboykin6159 * litres of fuel
@@shubhankardasgupta4777 En aviación se usa el PESO del combustible (ya sean lbs, Kg, etc) no se mide en lt. Eso sólo lohace el camión cisterna que los abastece... de ahí el problema que a veces sucede al convertir de lt. a PESO (lbs, Kg...)
more like genetically blessed.
As the fuel is "sucked out" of the tanks, how does the air get in its place? On the reverse: when the plane is fueled, how do the air from the tanks get out? Is air pumped in/out or are there valves on the tanks by which air can enter and leave?
they use compressed air , not enough room for all that fuel
I also wonder about this question.
Until TWA800 the tanks used to be connected to the outside air. Kerosene is difficult to ignite as sea level pressure, so this was thought to be perfectly fine at the time. Turns out that at altitude the small amount of fuel vapour and the small amount of air, makes for a perfect explosive ratio.
If the tanks are now filled with Nitrogen, there has to be some valve system to keep the inside pressure the same as outside pressure. Or the wings will deform (get inflated or squeezed flat) with the change in altitude.
Some valve not unlike the scuba dive regulator ?????
The other option would be rubber inner fuel bladders, like in the military. (heavy and expensive)
Jet fuel is carbonated with oxygen; as the pressure drops from lack of fuel the carbonated air is released into the empty space....ok I have no idea but is sounds good hu?
There are vents near the wing tips. As the fuel is used, the air enters by the fuel vents through dynamic pressure (fancy word for Relative Wind Force). This way there´s never negative pressure inside the fuel tanks. :)
I remember one of his videos (it was why you can't walk underneath the wing, I think) he mentioned a valve at the bottom, which could fix the fueling issue. Maybe they use the same valve for balancing the pressure during flight, but this is only a guess.
Haha i don't knew that aircraft store fuel in wings ... Thanks for a little knowledge
You fucking dumbass
You fucking dumbass
@@animalmother5287 your are just mean 🚮😑
@@animalmother5287 shut up mate you're about 12 years old 😂
@@animalmother5287 I dare you say that to his face!
Furthermore, it also reduces the distance need to pump the fuel to the engines.
That’s also true!
Another part not touched on in the video or in the comments that I have read so far is for fire safety in crashes. The fuel being in the main body could make for some bad explosions and more injuries / deaths from burns. (aside from the middle tank which is used first) With it in the wings, not only is it on the other side of the cabin walls, but it is more likely to be spilled and or have the wings ripped off in the crash. Which means the fuel will be not where the passengers are when everything comes to a stop. It also allows fire fighters to get foam on the fuel faster, versus inside the cabin with the passengers and or cargo.
Johan badenhort
True that mate
There is and lots of of it, my hands on experience with aircraft fuel tank overhaul as a mechanic proves you’re lying.
Ok but if the wings fall off, how would the plane get the fuel to land safely?
Oh ok never mind..
🤣🤣🤣
😆😆😆
Thanks, this comment made me laugh and brightened my morning 😂
I will vote you for the best comment.
He gave you the answer! The center tank! So then........er-wait, erm......
It's clear you listened to the professors in uni. Makes me feel safer when flying!
The most famous example of a commercial aircraft that DID use fuel to alter its centre of gravity is the Concorde; it had a tank at the extreme end of the aircraft as shifting the CoG was necessary as part of shifting between supersonic and subsonic flight.
The Concord stored its fuel in the nose. Thats why it could move up and down as the fuel was used.
@@Sandler23 The nose and the wings.
Fun Fact: The SR-71, when fully fueled would leak like a sieve. It was designed, when at extreme altitudes to then seal up the wing fuel panels from expansion/contraction.
Reference: We had one stored in our hanger many, many years ago and talked to the pilots as the SR-71 leaked all over the hangar floor.
Wow!
Yup. But it was made of titanium.
@@jshepard152 It was but the issue was that the titanium metallurgy was in its infancy (the US needed to import titanium from russia in secret through shell companies). So the alloys had a much higher expansion factor than what we have today, and the components (like welding) couldn't take as much pressure. The SR-71 would grow by almost a foot in flight. Fuel tankswith "slack" was the solution the designers found to solve the problem, and the plane had a pretty light fueling on the ground then would be immediately refueled once it'd taken off.
And the JP7 fuel for the SR-71 was created specifically for that plane, with a much higher thickness and flashpoint than standard avgas (hence the use of TEB slugs to restart the engines if they shut down, which did happen on some maneuvers, a blackbird had 16 TEB shots so for very long flight this was a strategic resource). The fuel in the SR-71 was also used as coolant, as hydraulic fluid for some systems.
JP7 was much later reused for the X-51 Waverider, where it was also used as coolant and lubricant.
Where else you gonna put it, 5 gallon cans under each seat?
😂😂😂
@Milt Farrow what do ya mean?
LOL! I'm picturing passengers doing a "Bucket Brigade" down the isle to keep the plane flying. Passengers in the last 3 rows have the reserve fuel. ;-)
Lol I can just see it now as part of the safety speech. "In the event of us running out of fuel, you may be required to hand a jerry can to the flight attendant, the fuel cans can be found under your seat next to the life jacket. Seats 14A and 14B have diesel fuel, this is used for the equipment on the tarmac once we land, please do not use this fuel for the plane."
you must be a comedian.
I always thought that the fuel tanks were in the wings. It never occurred to me that the fuel tanks were the wings.
I thought the same until my 3rd year of college. I used to think that the wings and the center wing box held separate tanks.
@@mach6893
They do have separate tanks.
A B747 for instance has 2 main tanks in each wing plus a small reserve tank (and a vent tank), the center wing tank is a separate tank.
So 7 individual tanks in the wing.
@@johno9507 what about twa 800????
@@vincentiancare8361
What about it?
I am a teacher. The way he explains the things just like a teacher. I used to think where the fuel is store in the aeroplane but my doubts are cleared today hats on sir
Hi
Highly appreciate the way you have explained as to why Fuel Tanks are located where they are located, I am in my seventies but such information is always beneficial.... Thank You.
I was surprised when I found out that the deHavilland Beaver has belly tanks. But, that was a part of it being a purpose built bush plane. Apparently, it makes it easier to refuel with gas cans. Makes sense, not having to climb into the wings with a gas can to refill it in some remote outpost.
Suction of fuel in high altitude result reduction of pressure on (liquid) that reduces the boiling point to make liquid releases bubbles in a phenomenon so call (cavitation) which happens hydraulic systems
That's nonsense dude.
Alton Rowell it was poorly explained, but definitely not nonsense. The basic idea is right, and it was even mentioned (without any specific details) at 8:31. :-B
Just got a job as a refuler XNA, so, doing all the YT learning and plane research I can before my first day, they of course train you, but knowing what to do and what to expect and why things are done is always good.
I love the footage inside the center tank. I worked in the wing shop on the Citation X, where the largest part was still tiny, so now I'm jealous of those people who didn't have to contort their arms and hands to buck the rivets, lol.
FlesHBoX our fuel tank repair guys would get into the tanks and do their work. Very hard on the knees. They learned to always take the access panel with them into the tank to ensure they didn't get trapped in there.
Shill!
The center wing tanks are about the size of a two car garage.
You semi-covered this: There is a great deal of stress at the point where the wings connect to the fuselage. Transferring weight from the fuselage into the wings relieves a lot of that stress.
In the event of a fuel fire, having the fuel in the wings, rather than under the passengers adds a margin of safety.
And, of course, Aircraft, like ships, like recreational vehicles... Everything has multiple uses, no wasted space... Empty wings are wasted space.
The point is known as the wing root, and the wing root undergoes incredible amount of stress due to the weight of the fuselage and the lift pushing on the wing! Storing fuel in the wing relieves the lift-induced stress.
@@mach6893 Yeah he said that kid
I'm learning so much from this channel, thank you so much. The Swedish accent is also very nostalgic for me , as my dad worked in Sweden in the 80s and 90s. 😊
You have to indicate that this video refers to MODERN Commercial aircraft. Briefly & historically - fuel tanks were in engine nacelles e.g. WW1 - Gotha G4 & Vimy; and in fuselage e.g. Gotha G5; also in WW2 - Spitfire, Me-109; later fighters had Bladder tanks / bag tanks or fuel cells - reinforced rubberised bags were installed in sections of aircraft structure. Increased commercial flying (1930's onwards) required cabin space for passengers & cargo where the hollow structure of wings makes fuel storage an efficient use of space. Introduced in e.g. Douglas DC-1, DC-2, DC-3, Boeing 247, 307, Ju52 and post-WW2 designs; the "wet wing" - with Integral tanks in areas inside the aircraft structure, including the empennage (Tail-section) that have been sealed to allow fuel storage. The weight of the wing tanks and fuel counteract wing bending loads and locating fuel tanks in the wings also moves fuel further from passengers and crew in the event of a leak or explosion.
The extract of this story is, balance is the key for stability and things should be divided equally, while giving limited freedom, if stakes are, such as plane !
Consistently fascinating and beautifully produced content on a subject that captured my mind and imagination for much of my 61 years. Aviation and flight, the machines, the theory and tech., aviation's turning points, aviation heroes, as well lessons learned from tragedy. Deep bow to you sir.
I commented on another of your vids, suggesting that you move the sponsor advertisement, which would be of interest mainly to students, to the end. I see that you have done that here and I think it works very well. I'm not a student myself, and even *I* watched the ad! Thanks for another informative video.
I would be interested in a video or three that talked about the role of ATC and how pilots interact with it, both on short-haul and long-haul (incl. trans-oceanic) flights. I myself, a non-pilot, have, for example, a vague idea of zones of ATC control (in the USA anyway) and that "hand-offs" occur between them in some way, but have no understanding of the details and no idea if it all works the same way everywhere in the world. Likewise it would be interesting to know what (if any) hierarchies of ATC exist - for example are there national/regional/local ones that have different responsibilities and authorities? I'm sure many of your viewers already know all this but I suspect that most do not.
Another idea for a vid: my civilian airport, GEG, lies only a few miles from an Air Force base. SEA has several large military aviation facilities nearby. How is ATC coordinated between military and civilian authorities in shared airspace? Who has authority (military vs civilian), over what, under what circumstances, and how do they manage to stay on the same page?
Man - this guys' good - well explained - I could listen to him for hours ! thx much for posting
Go SHILL ELSEWHERE>
1990s: "The internet will be an wonderful tool to spread knowledge"
2024: "Airplanes dont use fuel and the Earth is flat because a guy told me".
Yeah...
I’m a Fueler for DGS and I approve this message lol
Apparently, there is a conspiracy made by flat Earthers that fuel isn't stored in the wings.
Do you know the flow rate of the pumps used to refuel commercial aircraft?
🤣🤣🤣👍
I would like to see a video that explains the differences between the different types of approaches: Visual, ILS, GPS, etc. Also, what is your assessment of the "Next Gen" air traffic control (ATC) system and why is it taking so long to implement?
1 wing of the A380 has the widest dimension of 16 m and the smallest 4 m. The height of the wing is the highest 2 m and the lowest 0,5 m, the length of the wing is 45 m.
Average values 10m x 45m x 1,25m =560 000 Litres
So the volume of one wing is 560 000 Litres and the fuel can fit 120 000 Litres. So nothing unrealistic :)
Normal route Berlin and New York is 6300 km and max range of A380 is 15 000 km. So for this route the plane needs to refuel half of the fuel tank.
A380 flight with 800 passengers Berlin - New York at a ticket price of 500 euros and fuel consumption of 150 000 liters, where a liter costs let's say 1.3 euros, so the passenger will pay 50% of the ticket for fuel.
Passenger 800 x 500 = 400 000 euros
Fuel 150 000 x 1,3 = 195 000 euros.
Everything is real even without conspiracies.
The part about the fuel cooling the fuel pumps reminds me of something I heard from auto mechanics about keeping the fuel level to at least a one quarter of a tank, especially during the summer months. That is, the gasoline in the fuel tank prevents the fuel pump from over heating, a problem leading to fuel pump failure.
which doesn't sound logical because the fuel pump is usually not located inside the tank itself.
@@kallewirsch2263 Actually it is for that reason on most modern day cars...
@@chasemiller7974
Really? I didn't know. Thank you for the correction.
That's correct about the low fuel level being hard on the pump but there isn't much of an explosion risk because at typical temperatures, gasoline actually generates TOO MUCH vapor to be flammable in air. The flammability range of gasoline in air is 1.2 to 7.1% by volume. The upper limit of 7.1% corresponds to a partial pressure of about 7 kPa at standard pressure air. Typical gasoline has a vapor pressure of 7 kPa down at -20 deg C (-4 deg F) and is higher than 7 kPa at all higher temperatures. So as long as there is still some liquid fuel in the tank and as long as the temperature inside the tank is above -20 deg C, the mixture inside is too rich to burn even if the pump were to make a spark.
@@sbreheny Not really but I do see your point. A fuel pump won’t suddenly spark from overheating. However, over time from excess heat as they’re electronics. Accelerated wear occurs which can cease functioning.
How simple & clear explanation !
Glad you liked it!
This guy and team series is awesome. Well done all who produce these videos. I know a lot about aviation and now know more :-)
Thanks for the excellent explanations. For a person like myself who is not a pilot or wanting to be a pilot, this is very nice to know these background details.
Thanks for great explanation. :) Your channel always provides easily understandable information.
I’m so happy that you think that.
Mentour Pilot can you do a video of aircraft pa system speakers?
Meaning the microphones, the speakers and if there is one can you tell us about the amplifiers on the planes that power the speakers? Btw I'm very into audio and have always been interested in how those sound with music.
+Jonathan Keenan ĺo
being smart is stupid
Many thanks about this topic !
Avoiding too much strenght applied to the area where both wings are linked to the fuselage is a very good reason why the fuel is stored inside the wings : clear explanation !
I have always been very surprised by the fact it is possible to store so many tons of fuel inside the wings !!! Aircraft wings seem quite thin; even they are very wide, you always
ask yourself how it is possible to put inside such a quantity/volume of kerozen !!!
For instance (if I'm right), B737-800 gets 3 fuel tanks : 1 in each wing (almost 5000l) and 1 main in the center (~15000l) that means each wing can load
at least 4 tons ! Furthermore, the center of the wing can only be loaded (other parts is dedicated to moving mechanisms like flaps slats...) and it can be loaded with more than 4 tons : that's surprising....
Having the fuel in the wings, above the engines, also allows the fuel to gravity feed the engines in case of pump failure.
Yes, he said that.
I did not know the SR71 used fuel for trimming also. Makes perfect sense. I knew the J7 fuel has a huge boiling/ignition point and is utilised as an airframe coolant due to surface friction at warp speed. I also thought baffling(steel wool) was used in all aircraft to stop sloshing. Good thing this educated gent knows his stuff lol
as up to my knowledge, spars are mainly used to add rigidity for countring torsion and bending moments whereas ribs are to maintain the aerofoil structure of the wing
I did not know about the nitrogen generation system.
It’s a quite new feature.
Flt 800 center tank explosion in '96 over Long Island prompted a relook at center tank safety.
Reminds me a bit of the inert gas generators used on crude oil tankers when they are offloaded.
the explosion was a result of an american missile
s mitchell
That's what I think. Didn't the Navy have maneuvers in the Atlantic just south of that area and didn't they say that one of their missiles "went a little funny in the head"? I didn't believe those stooges from NTSB and FBI. I can still see that Jim Whatsisname lying his ass of on TV. You are correct.
You are so cool and relaxed while you do your video...keep it up...and may god keep you safe...🤠
when I took my first flight I was so Scarry because lack of knowledge about this its 21years ago so now I am flying every year 9hours up and down thank you for sharing your knowledge with others
Yet you got a bad
grammar...
i love how UA-cam recommends videos i love to watch to me.
I can hear Scott Manley screaming "center of mass should be forward of the center of lift! Lest it will be highly unstable!"
I’m 76 years young, and crazy about airplanes.
How about fuel level?
Is there a floater or something which sends signal to the instruments like a car mechanism does?
Probably combination of floats and capacitance sensors.
Commercial aircraft use strictly capacitance fuel quantity indication systems (FQIS).
Evangelos N they use probes and sensors
Yes, and the fuel flow to each engine is also measured to check that their consumption is normal and there are no leaks.
Evangelos N televel flow metric sensors
TANKS for all the info.
Thats an awesome explanation, Nitrogen is an inert gas,filling inside the tank makes it fire safe & Also gives positive pressure for pump suction.
i am a marine engineer onboard VLCC, we use spent flue gas from boiler uptake to fill the cargo tanks as inert gas to mitigate fire hazard.
Been waiting for your video all day :D
Me too, and I am looking so much forward flying again with a nice ryanair trip in a month and this time again with more knowlege what's all going on around me.
Sir, please explain about Air root settings in Air Craft, Departure to Destination how do you set
Why? Because it's free real estate.
Is this meme still running?
This is Pilot!!!
4:20 "Baffles" is the word to use for the "ribs/spars" stopping fuel sloshing inside the tanks. Boats have them too.
HOW DO YOU MANY MANY TONNES INTO SUCH A SMALL SPACE ? GREAT VIDEO .
What makes you think the area inside the wing is small space? I have worked some large aircraft such as MD-11, you can get lost inside the wing. It is very large.
i wouldn't really call 3.9 as "MANY MANY" tho... Haven't you watched until 6:45?
@ yep
All I’m gonna say about these comments is public education has failed the general populace. Great Video!
Cheddar Roman yes, OR, or, these conspiracy theorists do it for attention. It’s funny, how they apply laws, but then say they are false when used against them
Yeah, I'm just astonished at how brain dead this people are, they really should put an IQ test wall for internet access.
How u know dude.
Great video! Questions: 1) In the event of an AC power system failure, what power supply is used to run the AC driven pumps? 2) Is there a DC battery driven backup power supply (inverters) to bridge the gaps of AC power loss created by an unexpected AC power loss? 3)Does the APU have the capability to run off of the emergency back-up (inverted) DC power supply driving the pump for its fuel supply?
I was thinking it was better than storing it in the overhead :)
I wonder if it could be considered as 'carry on 'luggage...LOL..!!
LOL!
lol. Well in high wing aircraft the fuel is still often in the wings so...
I mean... Kinda? XD
Pets go in the overhead specially little dogs..
Some older aircraft did exactly that. Short Skyvan/330/360 for example.
Is there an external camera, on an aircraft, so that pilots can see the overall plane.
That sounds awesome, fly in 3D
@@Sea-qv4sd 👍🙂
Since I started working in the airport as the pax bus driver, have been really interested to know much about the aircraft and how they operate both on ground and on Air..
Thanks for your channel has been so helpful to me🙏👌
the short answer is passengers wont fit there so that fuel can be stored in the fuselage
i will like you to do a video on how the pilot manage to maintain the front tires to be exactly on the line during taxing on the apron to the runway vise versa
You just cleared the many questions I had in my head since I never studied aviation. Am now knowledgeable
Great info,thks.
SR71- not a fighter aircraft. But point taken, stellar video.
Thank you. Am a Telecommunications Engineer with a passion in aeronautical engineering. Such info comes in handy
i didn´t know about the nitrogen system..thank you.
Thanks for the great video as always. Really enjoyed this one!
Very educational!! Thank you!
I would really like to hear your thoughts on the two accidents of the 737-8 Max. Spiegel recently reported that Boeing might have underengineered this significantly updated version of 737-800. I have also recently heard on the radio that the problem was a software fix meant to make it easier for the pilots to fly the new plane. Specifically, the software that was supposed to emulate the older version of 737 in the newer version so that pilots could more easily transition to the new plane (and also of course reduce cost). The fact that both planes essentially nosedived at significant speed (around 700kph) into the ground seems to indicate a systemic problem with this type of aircraft. China has recently banned the use of the 737-8 Max. I cannot imagine what the crew and passengers must have felt like when they realized they were heading toward certain death. Horrific.
What are your thoughts?
Probably in order to keep the center of gravity close to the center of lift.
Good guess, that was 1 out of 3
Always something new and great to learn on this channel. Great work.
Id love to know more About that nitrogen generating system
That is the REAL fuel system. New planes do not use hardly any fuel but we are told they have thousands of gallons pumped into their wings for every flight in order for us to pay high ticket prices but the bigger issue is hiding free energy from people. Or at least MUCH less expensive energy. Oil companies would all go out of business
You're all crazy...my Cessna 152 runs on unicorn farts, but they are so hard to catch...and they really hate it when you shove a hose up their butts...lol
You mention that the wings flex during flight. Has the constant flexing and de-flexing of wings ever cause stress fractures, and then wing failure??? How are wings designed to prevent such disastrous failure?? I am sure something is done.
+1 curious to know too
Failure is caused by fatigue, that is damage due to repeated alternating loads. The bottom surface being subjected to tensile stresses, is more prone to fatigue. Fatigue failures are prevented by choosing appropriate materials and by avoiding stress concentration ( higher stresses at cut outs, sudden change of geometry) or adequately reinforcing areas of stress concentration. On metallic wings, fatigue is reduced by "shot peening" of wing skin, a process in which the skin is blasted with small beads which introduces beneficial compressive stresses.
Metal/structural fatigue is of course a factor. I don't all the details, but I do know aeronautical engineers do account for it in their designs and come up with ways to minimize it. Of course it's not perfect but considering jetliners 30 years ago can still fly even with metal/structural fatigue, they do a decent job of it
They use crazy glue on the wings!!! lol
Worked at MICAN sanding metal airplane wings for a year... did the 'peening' as well on the skins. To my knowledge we were getting rid of airpockets in the metal... creating a more uniform surface for the eventual final production of the air-plane wing.
I love watching this channel, when I was a small boy I admired to be a pilot but later a long the way my dream wasn't achieved. When I watch this channel I get to easily learn more of what happens in the skies.
Big up to this senior captain for always sharing this information. Fly high and high sir❤️
Very well explained with a lot of information... Thanks Metour Pilot, and please keep it up
One question. , How does it keep delivering fuel if the plane is flipped ?
I think there are numerous fuel pickups inside the tank so that even when inverted or when experiencing negative vertical acceleration (negative "G force") there is a way for the pumps to draw-in fuel. The pumps then deliver pressurized fuel to the engines so they do not rely on gravity.
THANK YOU..... I find it absolutely terrific that people like yourself generously share their knowledge here. MUCH appreciated!
There is one huge potential drawback to using wet wing fuel storage. It doesn’t handle corrosion all that well.
A 737 operator on the Hawaiian Islands wouldn’t just have to contend with increased rate of fuselage fatigue from repeated pressurizations, but also corrosion caused by the salt water in the moisture in that part of the world.
reason number 3 is actually the first reason I thought of
Many thanks for a very complete and interesting explanation! Congrats from Brazil!
An additional reason might be that a fuel tank in the fuselage may be more fatal in the case of an accident and fire I guess. Engines and fuel tanks relatively separated from the passengers seems to be a better choice.
my questions when i was a kid gets answered.
Very very good explanation... these kind of videos are what makes your channel SO GOOD....
Could you do a video about why pilots use feet and miles instead of meters and kilometers? I think I have an idea (namely imperial isnt as easy to confuse with each other as the metric system is) but I am not really sure.
It is a good question that I planned to ask, too. Anyway did you know about the Gimli Glider? (If you didn't I would suggest you the English article on it on Wikipedia., very nice and detailed.) There the fuel starvation was partly caused by the different measuring system and some miscalculation from pounds to kilograms and liters and back.
I do know of that case, but the wikipedia article is a pretty interesting read. Thanks!!!
Aviation is done in feet and miles mainly because it's the agreed-upon standard, as is the use of English. Aviation actually does not use miles, but nautical miles, which are based off the distance between latitude lines -- every 1° of latitude is 60 nautical miles.
Yeah, but it still pisses me off when I'm flying anywhere in Canada an the damn seat back screens are showing airspeed in MPH and altitude in miles.
For something like a seat back screen, it seems as if it would be fairly easy to provide an option for which units to be displayed.
My guess before watching is..
1. Wing is close to the engine so no long tube from engine.
2. Space cannot use for store other “bigger” thing like luggages or person.
3. Weight balance.
I used to refuel for USAir back in the late 1980s, mostly 737-200/300/400 as well as 727-200 and an occasional DC-9. Interesting to see that the fuel panel hasn't changed much since the 737-300/400 (the -200, both 737 and 727 were analog dials!). We used hydrant carts, which I don't see being used very often these days; mostly tanker trucks.
Concorde used fuel trim
I remember that the Concorde transferred fuel from one center tank to the other because the center of gravity changed as speed increased or decreased.
kd5you1
I think the centre of lift moved with changes of speed, so the fuel was moved to keep the centre of gravity under the centre of lift.
I always wondered if that meant Concorde became harder to trim fore-and-aft when running out of fuel - just when you need to trim for that emergency landing...
I flew a Concorde in Microsoft Flight Simulator, and I think you are right about the Concorde being harder to trim because there was not enough fuel to transfer to the other tank. You are probably right about your first statement as well. Although FS is just a simulation it does take aircraft balance of lift and gravity into consideration, however I never had any problems controlling or landing the Concorde even with low fuel quantities in any of the tanks.
it had a tank i the tail for this and this fuel could not be used during super sonic flight
ALL commercial aircraft do. C of G must be kept within limits for stability.