About the tailstrikes, I knew it could happen that is why I suggested an increase in wing area coupled with an increase in rotation speed, this should elliminate the need to a high AoA. By the time the plane's wing develop enough lift to gradually raise the plane until there is enough clearance, then the plane would pitch up, sort of like an MD
In addition to the issue of tailstrikes, would the same problem not occur with A388?
As someone suggested, this plane might have to use a large runway, unless it was able to accelerate fast enough to use relatively shorter runways. In addition to increasing weight, that was the purpose or idea I had in mind with increasing the engine thrust -- not like Concorde, but faster than usual.
What is it now with 773ER, a one quarter-gravity of lateral acceleration? Give 774 a one third-gravity of lateral acceleration.
Another idea may be to consider with larger engines, have them merge into the wing so that some thrust can become blown off the flaps like the C-17, reducing ground roll distance for takeoff and landing altogether.
I don't think a 4-holer 777 would be a good idea, I see the wings breaking at the gate!
Speaking of gates, aren't longer planes positioned closer to the heart of an airport as opposed to the ends of the terminals to prevent them from having their tail stick out so far into the taxiway?
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