What Would Happen If a Plane Flew Too High?

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Tom Farrier:

People have done this, and they have died doing it. For example, in October 2004, the crew of Pinnacle Airlines 3701 [PDF]  was taking their aircraft from one airport to another without passengers—a so-called "repositioning" flight.

They were supposed to fly at 33,000 feet, but instead requested and climbed to 41,000 feet, which was the maximum altitude at which the aircraft was supposed to be able to be flown. Both engines failed, the crew couldn't get them restarted, and the aircraft crashed and was destroyed.

The National Transportation Safety Board determined that the probable causes of this accident were: (1) the pilots’ unprofessional behavior, deviation from standard operating procedures, and poor airmanship, which resulted in an in-flight emergency from which they were unable to recover, in part because of the pilots’ inadequate training; (2) the pilots’ failure to prepare for an emergency landing in a timely manner, including communicating with air traffic controllers immediately after the emergency about the loss of both engines and the availability of landing sites; and (3) the pilots’ improper management of the double engine failure checklist, which allowed the engine cores to stop rotating and resulted in the core lock engine condition.

Contributing to this accident were: (1) the core lock engine condition, which prevented at least one engine from being restarted, and (2) the airplane flight manuals that did not communicate to pilots the importance of maintaining a minimum airspeed to keep the engine cores rotating.

Accidents also happen when the "density altitude"—a combination of the temperature and atmospheric pressure at a given location—is too high. At high altitude on a hot day, some types of aircraft simply can't climb. They might get off the ground after attempting a takeoff, but then they can't gain altitude and they crash because they run out of room in front of them or because they try to turn back to the airport and stall the aircraft in doing so. An example of this scenario is described in WPR12LA283.

There's a helicopter version of this problem as well. Helicopter crews calculate the "power available" at a given pressure altitude and temperature, and then compare that to the "power required" under those same conditions. The latter are different for hovering "in ground effect" (IGE, with the benefit of a level surface against which their rotor system can push) and "out of ground effect" (OGE, where the rotor system supports the full weight of the aircraft).

It's kind of unnerving to take off from, say, a helipad on top of a building and go from hovering in ground effect and moving forward to suddenly find yourself in an OGE situation, not having enough power to keep hovering as you slide out over the edge of the roof. This is why helicopter pilots always will establish a positive rate of climb from such environments as quickly as possible—when you get moving forward at around 15 to 20 knots, the movement of air through the rotor system provides some extra ("translational") lift.

It also feels ugly to drop below that translational lift airspeed too high above the surface and abruptly be in a power deficit situation—maybe you have IGE power, but you don't have OGE power. In such cases, you may not have enough power to cushion your landing as you don't so much fly as plummet. (Any Monty Python fans?)

Finally, for some insight into the pure aerodynamics at play when airplanes fly too high, I'd recommend reading the responses to "What happens to aircraft that depart controlled flight at the coffin corner?"

This post originally appeared on Quora. Click here to view.

Are Any of the Scientific Instruments Left on the Moon By the Apollo Astronauts Still Functional?

Apollo 11 astronaut Neil Armstrong left the first footprint on the Moon on July 20, 1969.
Apollo 11 astronaut Neil Armstrong left the first footprint on the Moon on July 20, 1969.
Heritage Space/Heritage Images/Getty Images

C Stuart Hardwick:

The retroreflectors left as part of the Apollo Lunar Ranging Experiment are still fully functional, though their reflective efficiency has diminished over the years.

This deterioration is actually now delivering valuable data. The deterioration has multiple causes including micrometeorite impacts and dust deposition on the reflector surface, and chemical degradation of the mirror surface on the underside—among other things.

As technology has advanced, ground station sensitivity has been repeatedly upgraded faster than the reflectors have deteriorated. As a result, measurements have gotten better, not worse, and measurements of the degradation itself have, among other things, lent support to the idea that static electric charge gives the moon an ephemeral periodic near-surface pseudo-atmosphere of electrically levitating dust.

No other Apollo experiments on the moon remain functional. All the missions except the first included experiment packages powered by radiothermoelectric generators (RTGs), which operated until they were ordered to shut down on September 30, 1977. This was done to save money, but also because by then the RTGs could no longer power the transmitters or any instruments, and the control room used to maintain contact was needed for other purposes.

Because of fears that some problem might force Apollo 11 to abort back to orbit soon after landing, Apollo 11 deployed a simplified experiment package including a solar-powered seismometer which failed after 21 days.

This post originally appeared on Quora. Click here to view.

What Makes a Hotel Breakfast 'Continental'?

Hotels often offer a complimentary pastry and fruit breakfast.
Hotels often offer a complimentary pastry and fruit breakfast.
tashka2000/iStock via Getty Images

The continental breakfast, which is typically made up of pastries, fruit, and coffee, is often advertised by hotels as a free perk for guests. But why is it called continental, and why don’t patrons get some eggs and bacon along with it?

The term dates back to 19th century Britain, where residents referred to mainland Europe as “the continent.” Breakfast in this region was usually something light, whereas an English or American breakfast incorporated meat, beans, and other “heavy” menu options.

American hotels that wanted to appeal to European travelers began advertising “continental breakfasts” as a kind of flashing neon sign to indicate guests wouldn’t be limited to American breakfast fare that they found unappealing. The strategy was ideal for hotels, which saved money by offering some muffins, fruit, and coffee and calling it a day.

That affordability as well as convenience—pastries and fruit are shelf-stable, requiring no heat or refrigeration to maintain food safety—is a big reason continental breakfasts have endured. It’s also a carryover from the hybrid model of hotel pricing, where American hotels typically folded the cost of meals into one bill and European hotels billed for food separately. By offering a continental breakfast, guests got the best of both worlds. And while Americans were initially aghast at the lack of sausages and pancakes on offer, they’ve since come around to the appeal of a muffin and some orange juice to get their travel day started.

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