I don't know the about the structural integrity of the 777 at that elevation. The atmospheric pressure outside the jet is nearly half compared to 34,000 feet.
The University of Dayton Research Institute (click here) supports the Federal Aviation Administration (FAA) by conducting research on the structural integrity requirements for the U.S. commercial transport airplane fleet. The primary objective of this task was to support the FAA’s Airborne Data Monitoring Systems Research by developing new and improved methods and criteria for processing and presenting large commercial transport airplane flight and ground loads usage data....
According to this document, there is no equation for structural integrity over 36,089 feet.
A few things happen when jets climb to 45,000 feet. It isn't as though it hasn't happened before, but, those jets are primarily military with NASA for investigation to their capacity. That doesn't mean the jets performed well either. The air density becomes less at those levels of the atmosphere. Turbine engines need air density to turn. Now, even if the engines stalled at that altitude isn't as though they can't reverse thrust and restart them in a decent to a lower altitude. Jet turbines that stall can be restarted.
The temperature at that altitude isn't very good either. It is something like minus forty degrees celcius.
This is interesting, page 21 on the pdf counter and page 14 of the document cites 45,000 feet as a maximum.
Under 4.4.2 it begins discussion of the thrust reverser deployment. So it isn't as though it isn't considered important at all altitudes investigated. Reverse thrusters are used on most landings if not all of these aircraft. They have to be in good repair.
The parameter editing values table above also does not indicate those numbers were used. It shows the parameters available for this report. The equations for this aircraft is still only to 36,089 feet. That is relevant to realize the pilots were flying outside known statistics for the aircraft.
However, it also shows the pilots may be knowledgeable to the potential capacity of 45,000 feet.
5. DATA PRESENTATION
The statistical data presented in this section provide the FAA, aircraft manufacturers, and the operating airline with the information that is needed to assess how the B-777-200ER aircraft is actually being used in operational service versus its original design or intended usage.
What that means is there are difference between engineering design and the actual performance of the real time design.
Here it is, C-9 scatter plot shows the potential structural integrity is maximized at 41,000 feet for over 10 hours if needed. The scatter plot shows some sketchy potential into 42,000 and 43,000; but completely disappears in potential at 44,000 feet.
That doesn't mean it didn't hold together either. It means that it is unknown information. The pilots were pushing their limits. They wanted to disappear.
The University of Dayton Research Institute (click here) supports the Federal Aviation Administration (FAA) by conducting research on the structural integrity requirements for the U.S. commercial transport airplane fleet. The primary objective of this task was to support the FAA’s Airborne Data Monitoring Systems Research by developing new and improved methods and criteria for processing and presenting large commercial transport airplane flight and ground loads usage data....
According to this document, there is no equation for structural integrity over 36,089 feet.
A few things happen when jets climb to 45,000 feet. It isn't as though it hasn't happened before, but, those jets are primarily military with NASA for investigation to their capacity. That doesn't mean the jets performed well either. The air density becomes less at those levels of the atmosphere. Turbine engines need air density to turn. Now, even if the engines stalled at that altitude isn't as though they can't reverse thrust and restart them in a decent to a lower altitude. Jet turbines that stall can be restarted.
The temperature at that altitude isn't very good either. It is something like minus forty degrees celcius.
This is interesting, page 21 on the pdf counter and page 14 of the document cites 45,000 feet as a maximum.
Under 4.4.2 it begins discussion of the thrust reverser deployment. So it isn't as though it isn't considered important at all altitudes investigated. Reverse thrusters are used on most landings if not all of these aircraft. They have to be in good repair.
The parameter editing values table above also does not indicate those numbers were used. It shows the parameters available for this report. The equations for this aircraft is still only to 36,089 feet. That is relevant to realize the pilots were flying outside known statistics for the aircraft.
However, it also shows the pilots may be knowledgeable to the potential capacity of 45,000 feet.
5. DATA PRESENTATION
The statistical data presented in this section provide the FAA, aircraft manufacturers, and the operating airline with the information that is needed to assess how the B-777-200ER aircraft is actually being used in operational service versus its original design or intended usage.
What that means is there are difference between engineering design and the actual performance of the real time design.
Here it is, C-9 scatter plot shows the potential structural integrity is maximized at 41,000 feet for over 10 hours if needed. The scatter plot shows some sketchy potential into 42,000 and 43,000; but completely disappears in potential at 44,000 feet.
That doesn't mean it didn't hold together either. It means that it is unknown information. The pilots were pushing their limits. They wanted to disappear.
