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jet-planes-cruising-altitude-zone Chapin August East directions, from 0 degrees through degrees represented on the right or east side of the diagram therefore use ODD 1, foot altitudes plus feet. Jet planes cruising altitude zone Follower. Of course, turbulence still happens on airplanes, but you may be surprised to know that it happens a great deal less because of the high altitude of many commercial flights. At altitudes above 15, ft, passengers are required to be provided oxygen masks as well. The practice would become widespread a decade later, particularly with the introduction of the British de Havilland Comet inthe world's first jetliner.

Failures range from sudden, catastrophic loss of airframe integrity explosive decompression to slow leaks or equipment malfunctions that allow cabin pressure to drop. Any failure of cabin pressurization above 10, feet 3, m requires an emergency descent to 8, feet 2, m or the closest to that while maintaining the Minimum Sector Altitude MSA , and the deployment of an oxygen mask for each seat. The oxygen systems have sufficient oxygen for all on board and give the pilots adequate time to descend to below 8, ft 2, m.

Without emergency oxygen, hypoxia may lead to loss of consciousness and a subsequent loss of control of the aircraft. Modern airliners include a pressurized pure oxygen tank in the cockpit, giving the pilots more time to bring the aircraft to a safe altitude.

The time of useful consciousness varies according to altitude. As the pressure falls the cabin air temperature may also plummet to the ambient outside temperature with a danger of hypothermia or frostbite. For airliners that need to fly over terrain that does not allow reaching the safe altitude within a minimum of 30 minutes, pressurized oxygen bottles are mandatory since the chemical oxygen generators fitted to most planes cannot supply sufficient oxygen.

In jet fighter aircraft, the small size of the cockpit means that any decompression will be very rapid and would not allow the pilot time to put on an oxygen mask.

Therefore, fighter jet pilots and aircrew are required to wear oxygen masks at all times. On June 30, , the crew of Soyuz 11 , Soviet cosmonauts Georgy Dobrovolsky , Vladislav Volkov , and Viktor Patsayev were killed after the cabin vent valve accidentally opened before atmospheric re-entry.

In the late s, attempts were being made to achieve higher and higher altitudes. In , flights well over 37, ft 11, m were first achieved by test pilot Lt.

John A. In , a Wright-Dayton USD-9A reconnaissance biplane was modified with the addition of a completely enclosed air-tight chamber that could be pressurized with air forced into it by small external turbines. McCready, who discovered that the turbine was forcing air into the chamber faster than the small release valve provided could release it. Harrold Harris, making it the world's first flight by a pressurized aircraft. The first airliner with a pressurized cabin was the Boeing Stratoliner , built in , prior to World War II , though only ten were produced.

The 's "pressure compartment was from the nose of the aircraft to a pressure bulkhead in the aft just forward of the horizontal stabilizer. World War II was a catalyst for aircraft development. Initially, the piston aircraft of World War II, though they often flew at very high altitudes, were not pressurized and relied on oxygen masks. The control system for this was designed by Garrett AiResearch Manufacturing Company , drawing in part on licensing of patents held by Boeing for the Stratoliner.

Post-war piston airliners such as the Lockheed Constellation extended the technology to civilian service. The piston engined airliners generally relied on electrical compressors to provide pressurized cabin air. Engine supercharging and cabin pressurization enabled planes like the Douglas DC-6 , the Douglas DC-7 , and the Constellation to have certified service ceilings from 24, ft 7, m to 28, ft Jet Planes Cruising Altitude Altitudes 8, m.

Designing a pressurized fuselage to cope with that altitude range was within the engineering and metallurgical knowledge of that time. The introduction of jet airliners required a significant increase in cruise altitudes to the 30,—41, ft 9,—12, m range, where jet engines are more fuel efficient. That increase in cruise altitudes required far more rigorous engineering of the fuselage, and in the beginning not all the engineering problems were fully understood.

The world's first commercial jet airliner was the British de Havilland Comet designed with a service ceiling of 36, ft 11, m.

It was the first time that a large diameter, pressurized fuselage with windows had been built and flown at this altitude. Initially, the design was very successful but two catastrophic airframe failures in resulting in the total loss of the aircraft, passengers and crew grounded what was then the entire world jet airliner fleet. Extensive investigation and groundbreaking engineering analysis of the wreckage led to a number of very significant engineering advances that solved the basic problems of pressurized fuselage design at altitude.

The critical problem proved to be a combination of an inadequate understanding of the effect of progressive metal fatigue as the fuselage undergoes repeated stress cycles coupled with a misunderstanding of how aircraft skin stresses are redistributed around openings in the fuselage such as windows and rivet holes. The critical engineering principles concerning metal fatigue learned from the Comet 1 program [42] were applied directly to the design of the Boeing and all subsequent jet airliners.

For example, detailed routine inspection processes were introduced, in addition to thorough visual inspections of the outer skin, mandatory structural sampling was routinely conducted by operators; the need to inspect areas not easily viewable by the naked eye led to the introduction of widespread radiography examination in aviation; this also had the advantage of detecting cracks and flaws too small to be seen otherwise.

Even following the Comet disasters, there were several subsequent catastrophic fatigue failures attributed to cabin pressurisation.

Perhaps the most prominent example was Aloha Airlines Flight , involving a Boeing The supersonic airliner Concorde had to deal with particularly high pressure differentials because it flew at unusually high altitude up to 60, feet 18, m and maintained a cabin altitude of 6, ft 1, m. Unusually, Concorde was provisioned with smaller cabin windows than most other commercial passenger aircraft in order to slow the rate of decompression in the event of a window seal failing. The designed operating cabin altitude for new aircraft is falling and this is expected to reduce any remaining physiological problems.

The 's internal cabin pressure is the equivalent of 6, feet 1, m altitude resulting in a higher pressure than for the 8, feet 2, m altitude of older conventional aircraft; [56] according to a joint study performed by Boeing and Oklahoma State University , such a level significantly improves comfort levels.

From Wikipedia, the free encyclopedia. Process to maintain internal air pressure in aircraft. For other uses, see Cabin Pressure disambiguation.

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Archived from the original on 30 October USAF Ret. Air Force Publications. Schoneberger and Robert R. Higher altitudes also require a longer climb, which in turn means the airplane burns more fuel to reach its cruising altitude. So what the pilot wants is to find the sweet spot where he or she's flying as fast as possible, but burning the least amount of fuel.

Ideal altitudes differ between planes Ideal altitudes are based on the aircraft, its weight, and the current atmospheric conditions. For most airliners, that's between 30,ft and 40,ft. And are determined by a number of factors Including the flight's direction, turbulence, and flight duration. Clear-air turbulence CAT affects altitude, as well. Pilots report any turbulence they encounter, and Air Traffic Control ATC uses that information to steer other planes above or below it.

Finally, longer flights benefit from flying at higher altitudes; the thinner air reduces drag, increases engine efficiency, and saves fuel. Despite a ton of sky, however, "traffic jams" still happen. For example, when thunderstorms build up there can be hundreds of miles with only one or two suitable crossing points at specific altitudes.

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