Edwards wrote:stoobs wrote: But do tell me about greater headwinds at lower altitudes.
Then you should know that fuel loads are worked out to make use of the jet stream a tail wind.
If the aircraft descends below that height it can come into a headwind. Thus using more fuel.
You are correct diversions are worked out very carefully. The aircraft will be reasonably low on fue when it gets there. Being forced to ditch is also part of this complex equation.
Can you be totally certain the noise will not be heard. I am saying I do not know and there can be consequences for a loud bang being heard.
Are you suggesting that an aircraft would not be diverted as a result.
I'm certain that I would not divert any aircraft I was flying because someone heard a bang but no onboard instrument showed any sign of damage.
I'm equally certain that any diversion which a nervous pilot might take would be well within the fuel range of the aircraft, because there are considerable margins built in - any aircraft must (by law) be carrying at least enough fuel for a diversion to their "first alternate" destination + 1 full hour flying time after that, although that's just the over land lower limit. It is longer for long haul overwater flights, particularly under ETOPS (twin engine) regulations, as these types have lower single engined effeciency due to the increased asymmetric thrust.
Leaving some pressure in the tyres is a good thing to protect them and the rims during ground handling.