planewasted wrote:Some quick calculations to add to the discussion (correct if totally wrong).
Lets say a passenger and seat weighs 100 kg in average. That weight is on average 0.3 meters from the center line. plane has 30 rows.
That gives an extra moment of: 0.3*100*30 = 900 kgm.
An A220 has a wingspan of 35 meters. So to counter the moment you need to put a weight of:
900/(35/2) ~= 51 kg on the wing tip.
Lets say the fuel tank is in the middle of the wing's span:
You need fuel with a with a weight of: 900/(35/4) ~= 102 kg extra in one wing to compensate for the moment.
fr8mech wrote:You know, looking at the drawing, along with other drawings, the Proximity of the third seat to the center line wouldn’t matter. The force is still being exerted on the seat track. So, there is a little more moment than I initially thought.
Still, I’m not sure it’s enough to matter. The options to counteract such force are unsavory:
-trim is aerodynamically inefficient and costs money
-ballast is weight, and that costs money in fuel and payload reduction
-active fuel management? I seriously doubt that
-a built in bias? That’s about the only option I would think likely, but still costs money
Option 4 : you mean a definitive bias or active bias ? Wouldn't a fixed built in bias just create another imbalance given the variability of the payload ?
trijetsonly wrote:The only aircraft where lateral imbalance really matters (apart from freighters) is the 767.
Due to the narrow cargo holds LD-3 containers can only be loaded on one site and operators must have a procedure to check the effect. Depending on the resulting moment, maximum weight might be restricted.
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