First retraction: 2:00. First extension: 3:00. Second retraction: 3:50. That's it. You may be tempted to keep watching to see the nose gear retract, but it's not going to happen. ;-) Fascinating video nonetheless.
Not to discredit your point, but a) those wings do support the plane while it's flying, so really as long as the two wing jacks are solidly connected through to the wing spar (main structural member of the wing), it's not that big of a deal. Also b) Planes are surprisingly light given their size (kinda like scaled-up empty coke cans), they're designed that way. So yes, it weighs 277 tonnes, but that's just 5 big semi trailer trucks or one tenth of a Virginia-class submarine.
As a retired aircraft mechanic, w/ 44 years, yes I can. The comparative size of the jacks are amazing. They seem smaller than they should be. I worked on large helicopters (H-53) for many years, the jack pads are and are attached to major structure. Also the structural size of the doors seems to be a bit light seeing as they stick out in the relative wind when actuating.
I don't know what it is, but I watch all these "airplane gear retraction test" videos on RU-vid. Something satisfying about them. What is wrong with me?
Mxolisi Bonga it’s an a380 because the gears mounted on the main body are six wheeled bogies while the 747 and a340 are 4 wheelers bogies Edit: spelling
Man by my impressions I say that's an A380 Singapore airlines. I don't know either what's more impressive, I think it's the Jack's holding that massive plane and talk about the tons required to lift that heavy bird.
Those jack stands look MIGHTY "petite" in comparison to the aircraft. Their tubes aren't even CLOSE to the landing-gear struts' diameter. Lots of confidence the mechanics have in their engineers...
It surprises me that there are 20 mains and only 2 nose. Im also impressed with the speed the mains come up in relationship to the speed they go down it would require massive hydraulic reservoirs and pumps to accommodate such forces. In addition to the drag exerted on takeoff.
*can we all just take a moment to thank the men and women who made the jack stands and jacks to hold up this A380 so that the crew can be assured that the thing won't fall suddenly and possibly kill them.*
Thanks to the power of 5000 psi hydraulic Extension / retraction of landing gears Mainly after major checks or after fault rectification First jacking the aircraft on 3 points as per AMM chapter 7 Then the test using AMM chapter 32 Ha ha To easy 🇩🇿🇩🇿🇩🇿🇩🇿🇩🇿🇩🇿🇩🇿🇩🇿
It's awe-inspiring the first few times you do it or see something as big and complex as gear retraction on a large plane, but after a while it just becomes the norm.
Remember the jack points or lift rings on the top are not randomly positioned on the wing-skin. They will be at the strongest part of the wing structure or wing-box. An intersection of several structural members (ribs/spars) and in this case the same structure they keeps the engines attached. Same with your car. You can only safely lift it where the body sections are doubled up in the same place (split frame). If you tried to lift your car from the floor pans the jack would bend them in.
To add a bit more to the good explanation above me, these jack locations were designed for this. The mechanics aren't just choosing what they believe is the strongest part of the wing; these attachment points were put there by the engineers for this exact purpose and they were designed to easily handle the weight.
This resembles operation of the Miata "PHRT" (retractable hard top) introduced in 2007. When did Airbus design the landing gear? (ie. Who stole from whom?)
Someone who has the information, can you explain why all aircraft have the main doors that open and then close once the gear is out? I have seen emergency landings where the doors are all open, so if the plan is capable of landing with them out, why do they even need to go back up? I always thought that the big doors were too big for the ground and that was why they went back up after extension. Thanks in advance for the reply.
It's also because when the plane is landed, under him there is a lot of ground operation in act, so if the ground Clarence of the aircraft is not so hight they must leave enough space to move around for vehicles and operators.
It's also because when the plane is landed, under him there is a lot of ground operation in act, so if the ground Clarence of the aircraft is not so hight they must leave enough space to move around for vehicles and operators.
For aerodynamic purposes, the doors create a lot of drag when they are hanging out, and increased drag increases fuel consumption. The reason for the door is to keep the belly of the plane smooth when the landing gear is extended, so if they don't go back up then there is no reason for them to be there in the first place. When you see emergency landings with the doors out, that means that the pilots couldn't extend the gear normally and had to extend the gear by gravity. The process of extending the gear through gravity also removes hydraulic fluid from the landing gear and the doors, so once you do the procedure you cannot retract the gear or the doors, and thus they are left hanging out.
Its water that's settled in the various corners and double-skin sections of the doors and panels, either from standing in the rain or when it's had a pre-service wash prior to going into the hangar. Aircraft usually have a wash down before scheduled servicing so it's clean to inspect and work on.
