It's running slowly because they're only using the two center AC motor pumps (ACMP) to supply hydraulic pressure. During flight, the 777 uses two air-driven pumps (ADP) for gear and flaps, which move a lot more fluid. These are demand pumps, which means they only turn on when needed. They require a bleed air source to run; either from the engines, the APU, or external air cart (huffer) when on the ground.
@David Hoffman. No, not on the 777. You're probably thinking of the 757. The 757 has a PTU because the left engine powers the flaps and gear. If you have a left engine failure on takeoff after V1, you need an additional source of power to clean the airplane up. On the 777, like the 767, the flaps and gear are powered by the center system, so an engine failure wouldn't affect them.
I had that question, seemed awfully slow, I was thinking that can't be the actual speed. Glad I found your explanation. LOL, I liked the you can have actual facts here, its the web.
Engineering masterpiece, a thing of beauty. As a 777 captain I am amazed, the landing gear are so durable and reliable. I guess you get what you pay for and it's worth every cent. Thank you engineers and mechanics for you brilliant design and technical expertise .
Thanks for flying us everywhere safely, Captain--which includes your fellow captains who flew me and my family on our vacation to Italy this past summer on the fantastic 777!
Your 777 and 777X landing gears come from Héroux-Devtek, which is based at a plant hidden in the middle of a residential neighborhood in Longueuil, Québec, Canada. They are quiet enough to machine parts during the day with their doors wide open, with residential houses and apartments next door. The final assembly plant is next to Boeing at Everett: www.aero-mag.com/heroux-devtek-landing-gear-boeing-777-777x-bae-hawk-jet-trainer/
@@texasabbott It's right next to the Saint-Hubert airport, so they pretty much can make as much noise they want hahaha There's always helicopters flying around or making a low pass
I`m 46yrs old and I`m going back to school for aircraft maintenance. I`ve always loved planes and I`m finally gonna do something about it. I hope I learn this stuff. I hope at my age and being a rookie that I`ll find a job.
VWGTI u will as long as u willing to do the work. kids nowadays are too fucking busy with their fuckbook chat and baseball results. older people actually get jobs easier and more reliable.
Did you see the guy on the tricycle (further to the left, red jumpsuit) shortly after that? That's stranger than a guy rolling around on a shop/garage creeper in a garage. Guess they have to have some way to speed up the delivery of small stuff around and between those huge buildings.
He's just using it as a stool. Perfectly normal hangar conduct. What matters is he's paying attention to what's going on. He's aware of his surroundings. So he's not in any danger or posing any danger. Which is what we all strive for in this industry. 👍
Love it. Reminds me back in the day at a fbo for DOE and Sandia labs in NM. On those cold am's starting the apu to generate power and much needed heat ...
For those wondering why it’s so slow, that’s because the hydraulic powering is coming from an external source, when the two turbofans are on they provide much stronger hydraulic pressure and the gear can be retracted much faster.
I have seen a few gear swings of small/medium size aircraft in my time, but seeing this big mama swing her stuff up close is impressive. I can just imagine what a 747 or A380 gear swing must be like...
I've been around the 777 since the first day that John Cashman proved that she could fly and even 22 years later, I'm still amazed at the size of the world's largest twin jet airliner. The 777-200ER & 300ER will always be the "Queen of the Skies"!!!!!
EMDP (electric Motor Driven Pump) by the sounds of it, its how we do our gear swings on our 737-NG. We fire up hydraulic system A, extend/retract, can retract with system B as well. We also do manual extensions when it calls for it of course
The parts on the retraction and extension assembly only get used twice each flight. but they MUST perform perfectly every time. Think about that. 16 hours tucked away in a 777 on a polar trans-pacific flight from Asia to NYC, and at 2500' they are asked to perform a ballad perfectly, without a hitch, everytime.
Muito legal gostei de ver você mostra todos esses trabalho como é feito pra gente não entendo nada de avião mais gosto muito de ver com funciona obrigado por mostrar todos esses trabalho como é feito pra gente
The more i watch videos about airplanes, technical parts, how they build by million parts,how they operate, the more i see how things can go wrong, and how "Dangerous" they can be !
+Thomas Braudt not all of the video is running at 2X speed, yet the sound does not change pitch. The reason the sound is higher pitched like a regional jet hydraulic pump is because this particular 777 and all other 777s in UA's fleet except for two use the Vickers MPEV3-040 which runs at 8000 rpm rather than the MPEV3-056 pump used on some other 777s and on all 767s, 757s, and 747-400s and on two of UA's 777s which runs at 6000 rpm and sounds lower pitched and more normal for a plane of that size.
A little misleading, possibly. First as to the 747 touching down left wing gear first--that truck took only a fraction of the "full weight of the huge plane," as they put it. The full weight of the airplane is not on the gear until after the wing spoilers deploy, which is after all the main gear are on the ground. The great majority of the weight of the airplane is supported by the lift of the wings at touchdown, or it would be a hard touchdown indeed. As to wheel spin-up, yes it is a large shock to the tires, wheels, and gear, but that is small compared to the stress on those components during a high-weight, hot day or high elevation takeoff. Most tire failures occur on takeoff, not landing, although hard landings or braking malfunctions certainly can and have caused tire failures. Before WWII, experimental tires were tried on the "huge" airplanes of the day, having molded flaps on the sides of the tires to make them spin up like pinwheels before touchdown. It was found that spinning the wheels up had so little effect on the forces involved that the tires never went into production.
There was a guy in Australia that tried to sell a device to use passing air to spin up the tires to speed before touchdown to save the rubber. It seems like a simple theory but I think the added weight, cost and complexity didn't actually save enough tire rubber to make it worth while.
They normally use hydraulic system on the aircraft for flight control and landing gear checks. The aircraft I worked on used #3 hydraulic system via an interconnect valve to link hydraulic system #2 engine driven and Hydraulic system #3 electrically powered to do ground checks of flight control surfaces and gear. Hope that makes sense I'm nor a teacher. The older systems that were around in my day operated at 3000 psi so never run your fingers across a leaking hydraulic line or hose. The video has not slowed down the retraction of the gear. Aircraft landing gear are designed to retract within a certain time frame and if outside that time frame there is a problem. I live never seen one too fast but I've seen a bunch too slow. I'd like to see a video of Aircraft jacking. I spent many hours hanging on the side of a wing jack. There is a lot more to it than what it takes to jack your automobile. The good Ole days
Olá sabemos que a aeronave em grandes altitudes atinge temperatura a -60°C. Pergunta as ligas que são construído os atuadores e o próprio óleo hidráulica tem tratamento diferenciado para não congelar e travar ?
gear on this side has more oil leaks that the Exon Valdese. you can see the oil dripping all over the tires and the more they are cycled the larger the puddles get.
I have a question here: Why do civilian Planes close the Hatches of their Landing Gear after the Gear is outside, while Military Aircraft leave them Open?
Is there an external power source powering the hydraulic pump. It's my understanding that planes produce power while engines are running. I know landing gears have gravity assist in case of emergencies. But you can clearly hear the hydraulic pumps running
jibeneyto hey there. the main gear angle is tilted with a tilt actuator. it's tilted 12° front wheels up for landing for contact. and 12° front wheels nose down on retraction to fit the gear properly into the wheel well bay.
Nice work Gerard... yes you described it well. The A340 has a really weird looking arrangement with the two outer bogies of main gear tilted back with the centre bogie tilted forward!
People walking around in 2x speed always remind me of old slapstick clips. I was almost waiting for the guy carrying a panel @ 0:54 to fall over in some funny way.
George Nostrant The jacks are rolled under the jack points, and very slowly extended. While extending, big lock collars are continuously screwed down until the airplane is in position. Originally, we installed floor elevators to hide the gear in until it was time for installation. Then the gear would rise out of the floor and into installation position. Threading the strut up into the Wing was a real issue, so later we quit using the elevators and used the overhead crane, instead.
I watched both this one and the A380 gear swing and it seems to me that the A380 needs less power to lift each arm, because their movement is shorter, but there are four arms, which can make the total power to be the same or more. I also noticed that the 777 has quite fewer moving parts and mecanisms.
