Are taller landing gear bad for aircraft, particulary large airliners?Is the main landing gear of a large airplane designed for sideways (crabbed) touchdowns?Are large passenger aircraft steered during taxi by changing the angle of the front landing gear?Why are military and civil aircraft landing gear generally so different?How heavy are the Boeing 747 landing gear?Are tracked landing gear systems still in use and development?Do the landing gear modules rotate?Are there any aircraft with powered landing gear?Landing gear sequenceAre hydraulic retractible landing gear possibleFor airliners, what prevents wing strikes on landing in bad weather?
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Are taller landing gear bad for aircraft, particulary large airliners?
Is the main landing gear of a large airplane designed for sideways (crabbed) touchdowns?Are large passenger aircraft steered during taxi by changing the angle of the front landing gear?Why are military and civil aircraft landing gear generally so different?How heavy are the Boeing 747 landing gear?Are tracked landing gear systems still in use and development?Do the landing gear modules rotate?Are there any aircraft with powered landing gear?Landing gear sequenceAre hydraulic retractible landing gear possibleFor airliners, what prevents wing strikes on landing in bad weather?
$begingroup$
Buiding larger engines for larger aircraft as opposed to smaller but many engines has proved to result in more fuel efficiency.
Having established one of the main drawbacks or impediments to building larger engines are ground clearance for engines in light of aircraft/airliners in their current under wing configuration. This configuration in light of current technological advancements seems to offer the greatest advantage in terms of control of the aircraft, stability and weight closest to the center of gravity when flying among other things.
If space to store the retracted gear were not a problem due to some new design, are taller gear for airliners necessarily undesirable for landing and take off? Do they present some technical problem if for example they were strengthened, the extra length would present some problematic leverage problems as they get closer to the pivot and "load"?
aircraft-design jet-engine airliner landing-gear
edited yesterday
Taegost
1034
asked yesterday
securitydude5securitydude5
3,47042459
$endgroup$
add a comment |
$begingroup$
Buiding larger engines for larger aircraft as opposed to smaller but many engines has proved to result in more fuel efficiency.
Having established one of the main drawbacks or impediments to building larger engines are ground clearance for engines in light of aircraft/airliners in their current under wing configuration. This configuration in light of current technological advancements seems to offer the greatest advantage in terms of control of the aircraft, stability and weight closest to the center of gravity when flying among other things.
If space to store the retracted gear were not a problem due to some new design, are taller gear for airliners necessarily undesirable for landing and take off? Do they present some technical problem if for example they were strengthened, the extra length would present some problematic leverage problems as they get closer to the pivot and "load"?
aircraft-design jet-engine airliner landing-gear
edited yesterday
Taegost
1034
asked yesterday
securitydude5securitydude5
3,47042459
$endgroup$
add a comment |
$begingroup$
Buiding larger engines for larger aircraft as opposed to smaller but many engines has proved to result in more fuel efficiency.
Having established one of the main drawbacks or impediments to building larger engines are ground clearance for engines in light of aircraft/airliners in their current under wing configuration. This configuration in light of current technological advancements seems to offer the greatest advantage in terms of control of the aircraft, stability and weight closest to the center of gravity when flying among other things.
If space to store the retracted gear were not a problem due to some new design, are taller gear for airliners necessarily undesirable for landing and take off? Do they present some technical problem if for example they were strengthened, the extra length would present some problematic leverage problems as they get closer to the pivot and "load"?
aircraft-design jet-engine airliner landing-gear
edited yesterday
Taegost
1034
asked yesterday
securitydude5securitydude5
3,47042459
$endgroup$
Buiding larger engines for larger aircraft as opposed to smaller but many engines has proved to result in more fuel efficiency.
Having established one of the main drawbacks or impediments to building larger engines are ground clearance for engines in light of aircraft/airliners in their current under wing configuration. This configuration in light of current technological advancements seems to offer the greatest advantage in terms of control of the aircraft, stability and weight closest to the center of gravity when flying among other things.
If space to store the retracted gear were not a problem due to some new design, are taller gear for airliners necessarily undesirable for landing and take off? Do they present some technical problem if for example they were strengthened, the extra length would present some problematic leverage problems as they get closer to the pivot and "load"?
aircraft-design jet-engine airliner landing-gear
aircraft-design jet-engine airliner landing-gear
edited yesterday
Taegost
1034
asked yesterday
securitydude5securitydude5
3,47042459
edited yesterday
Taegost
1034
asked yesterday
securitydude5securitydude5
3,47042459
edited yesterday
Taegost
1034
edited yesterday
Taegost
1034
edited yesterday
Taegost
1034
1034
asked yesterday
securitydude5securitydude5
3,47042459
asked yesterday
securitydude5securitydude5
3,47042459
asked yesterday
securitydude5securitydude5
3,47042459
3,47042459
add a comment |
add a comment |
4 Answers
4
active
oldest
votes
$begingroup$
Tall landing gear has been used in the past:
The Tu-114 needed really tall gear to clear the really big props. The drawbacks are extra weight and volume, as described in the other answers.
The Tu-114 was so tall, on its first flight to the US (the prototype was used to ferry Nikita Kruschev to the UN for some shoe banging) the available boarding stairs weren't tall enough. That arrival raised some eyebrows in the West because they'd done a nonstop flight from Moscow (the Tu-114 was the first aircraft that made that possible).
answered yesterday
HobbesHobbes
3,7971016
$endgroup$
3
$begingroup$
How did they eventually get him down?
$endgroup$
– securitydude5
yesterday
2
$begingroup$
You can see that in the second photo. They placed a smaller set of stairs on top of the large one.
$endgroup$
– Hobbes
yesterday
$begingroup$
OK otherwise great answer and thanks, much appreciated
$endgroup$
– securitydude5
yesterday
$begingroup$
The Tu-114, itself, was a case of lowering what was a high wing on the original Tu-95. Also the Tu-114 sorely needs a 4-pack of Progress D-27 engines; that would make it the coolest thing to ever fly.
$endgroup$
– Harper
yesterday
1
$begingroup$
@AzorAhai en.wikipedia.org/wiki/Shoe-banging_incident
$endgroup$
– Bob
yesterday
|
show 1 more comment
$begingroup$
It's just more weight and volume.
The problem really arises when you modify an existing airplane with a new engine that requires more clearance. Changing the engine is not that big a deal (relatively speaking) when it is slung below the wing as its physical interface is through the pylon. It is an appendage.
The landing gear are smack, dab in the middle of the fuselage, and changes in that will ripple through far more systems. It is literally right in the middle of things.
answered yesterday
MikeYMikeY
2365
New contributor
MikeY is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
2
$begingroup$
@CrossRoads It's the flat bottom on the nacelle that led to the pitch-up moment at high AoA. Having the weight of the engines farther forward would result in a pitch down moment.
$endgroup$
– reirab
yesterday
1
$begingroup$
@CrossRoads The engines on the 737 MAX aren't that much farther forward than on the NGs. They are higher, but not much farther forward at all. This is an NG (-800) and this is a MAX 8. There's currently a lot of misinformation and speculation spreading around in regards to the MAX, though. That's why we ban accident speculation here and wait for the official reports.
$endgroup$
– reirab
yesterday
$begingroup$
Changing the engine can be a very big deal if it affects the wing's flutter stability margin. Boeing had a terrible time trying the design the original B747 wing to be compatible with engines from the three manufacturers, with maximum commonality of parts.
$endgroup$
– alephzero
yesterday
$begingroup$
@reirab if the flat bottom of the nacelles leads to pitch up at high AOA this can be solved by adding area to the H stab, just like they did with the canarded Ascender years ago. I cringed when the MD-11 downsized theirs. A big one adds safety, and offers an option other than trying to fly the plane with a rapidly pitching trim function.
$endgroup$
– Robert DiGiovanni
yesterday
$begingroup$
@RobertDiGiovanni The system isn't designed to fly the plane with it. It's designed to activate as the AoA nears critical to prevent stall, just like the almost identical system on every Airbus since the A320.
$endgroup$
– reirab
yesterday
|
show 1 more comment
$begingroup$
Taller landing gear do present challenges due to increases in leverage and greater amount of space, but this has already been dealt with in large delta designs such as the XB-70 and is certainly not insurmountable.
However, in the vast database of aeronautical endeavor there are solutions worth reviewing (wing? ah, review wing). Yes, many high wing designs would comfortably fit the larger engines.
Secondly, the trend towards fewer wing mounted engines has deprived air craft designers of a key safety feature from the tri-jet, using thrust to push the nose down. Nose tractors (prop) have it as down thrust, rear pushers (prop or jet) have it as tail up thrust. Add power nose down.
So let's look at the A-10 Warthog. Why not put the two large fan jets back there with future airliners!
Notice many major airliner designs trace unbroken lineage all the way back to the Me-262.
Every time I see one, I think this is the first jet airliner ever. A great plane indeed.
But, with the development of more efficient and larger fan jets, designs such as the Ba-146 and many high winged transport aircraft can be brought into consideration to keep the thrust line in a manageable, safe, and even helpful configuration for wing mounts, if we wish to keep them there.
answered yesterday
Robert DiGiovanniRobert DiGiovanni
2,5911316
$endgroup$
$begingroup$
Engines on the tail have the disadvantage of longer fuel lines. Fuel needs to be transported from the tanks to the engines and when those are not mounted below the wings, fuel actually needs to be pumped to the back and up to the engines instead of more or less straight down from the tanks. Under wing engines have the shortest fuel lines from almost anywhere on the plane.
$endgroup$
– Adwaenyth
yesterday
$begingroup$
Why is thrust pushing the nose down a safety feature? My intuition from model aircraft would be that you'd want the nose to drop if the engines cut out, not under thrust.
$endgroup$
– Skyler
yesterday
$begingroup$
You have it both ways. If you cut power the aircraft slows, sinks, and (properly designed) H stab pushes nose down. Thrust pushing nose down would also help, as does forward set CG! But with tractor props, torque makes this a questionable option at low airspeed. Rear jet thrust, at an angle, not only pushes nose down to help gain air speed, it also reduces trim needs at cruise.
$endgroup$
– Robert DiGiovanni
yesterday
4
$begingroup$
"Notice many major airliner designs trace unbroken lineage all the way back to the Me-262." That really seems like quite a stretch. The Me-262 is a fighter and has little resemblance to airliners of any sort, aside from wing-mounted turbine engines.
$endgroup$
– reirab
yesterday
1
$begingroup$
@Adwaenyth that ignores the fact that many airlines already have fuel pipes to the rear of the aircraft, because many airlines take advantage of using fuel as trim ballast by pumping it to tanks in the tail. The real disadvantage to engines at the rear is weight - the entire tail structure had to be strengthened significantly, while the wings and centre wing box are already a strengthened structure for bearing the weight of the aircraft, so additional strengthening for bearing the engine weight and thrust adds little extra weight.
$endgroup$
– Moo
yesterday
add a comment |
$begingroup$
I have no experience in aviation but just from physics, longer landing gear "legs" (I don't know the terminology) would mean that as the aircraft lands and experiences a force perpendicular to the landing gear, the torque on the landing gear would be higher. This could present a challenge in that the structural stability of the landing gear "leg" may be compromised from increased torque, especially if we're talking about a heavier aircraft.
answered yesterday
Kayra IlkbaharKayra Ilkbahar
391
New contributor
Kayra Ilkbahar is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
1
$begingroup$
You should add figures to illustrate your answer.
$endgroup$
– Manu H
yesterday
1
$begingroup$
Another way to explain this is: a longer lever sticking out from the plane means it has to be stronger to not snap off in a crabbed landing, or during braking, or any other sources of non-vertical force. So yes, the landing gear has to scale up in thickness as well as length, so the weight required might scale as length^3 or at least length^2, not just linearly with length. (The question does already guess that this might be a problem, but still +1.)
$endgroup$
– Peter Cordes
yesterday
add a comment |
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4 Answers
4
active
oldest
votes
4 Answers
4
active
oldest
votes
active
oldest
votes
active
oldest
votes
$begingroup$
Tall landing gear has been used in the past:
The Tu-114 needed really tall gear to clear the really big props. The drawbacks are extra weight and volume, as described in the other answers.
The Tu-114 was so tall, on its first flight to the US (the prototype was used to ferry Nikita Kruschev to the UN for some shoe banging) the available boarding stairs weren't tall enough. That arrival raised some eyebrows in the West because they'd done a nonstop flight from Moscow (the Tu-114 was the first aircraft that made that possible).
answered yesterday
HobbesHobbes
3,7971016
$endgroup$
3
$begingroup$
How did they eventually get him down?
$endgroup$
– securitydude5
yesterday
2
$begingroup$
You can see that in the second photo. They placed a smaller set of stairs on top of the large one.
$endgroup$
– Hobbes
yesterday
$begingroup$
OK otherwise great answer and thanks, much appreciated
$endgroup$
– securitydude5
yesterday
$begingroup$
The Tu-114, itself, was a case of lowering what was a high wing on the original Tu-95. Also the Tu-114 sorely needs a 4-pack of Progress D-27 engines; that would make it the coolest thing to ever fly.
$endgroup$
– Harper
yesterday
1
$begingroup$
@AzorAhai en.wikipedia.org/wiki/Shoe-banging_incident
$endgroup$
– Bob
yesterday
|
show 1 more comment
$begingroup$
Tall landing gear has been used in the past:
The Tu-114 needed really tall gear to clear the really big props. The drawbacks are extra weight and volume, as described in the other answers.
The Tu-114 was so tall, on its first flight to the US (the prototype was used to ferry Nikita Kruschev to the UN for some shoe banging) the available boarding stairs weren't tall enough. That arrival raised some eyebrows in the West because they'd done a nonstop flight from Moscow (the Tu-114 was the first aircraft that made that possible).
answered yesterday
HobbesHobbes
3,7971016
$endgroup$
3
$begingroup$
How did they eventually get him down?
$endgroup$
– securitydude5
yesterday
2
$begingroup$
You can see that in the second photo. They placed a smaller set of stairs on top of the large one.
$endgroup$
– Hobbes
yesterday
$begingroup$
OK otherwise great answer and thanks, much appreciated
$endgroup$
– securitydude5
yesterday
$begingroup$
The Tu-114, itself, was a case of lowering what was a high wing on the original Tu-95. Also the Tu-114 sorely needs a 4-pack of Progress D-27 engines; that would make it the coolest thing to ever fly.
$endgroup$
– Harper
yesterday
1
$begingroup$
@AzorAhai en.wikipedia.org/wiki/Shoe-banging_incident
$endgroup$
– Bob
yesterday
|
show 1 more comment
$begingroup$
Tall landing gear has been used in the past:
The Tu-114 needed really tall gear to clear the really big props. The drawbacks are extra weight and volume, as described in the other answers.
The Tu-114 was so tall, on its first flight to the US (the prototype was used to ferry Nikita Kruschev to the UN for some shoe banging) the available boarding stairs weren't tall enough. That arrival raised some eyebrows in the West because they'd done a nonstop flight from Moscow (the Tu-114 was the first aircraft that made that possible).
answered yesterday
HobbesHobbes
3,7971016
$endgroup$
Tall landing gear has been used in the past:
The Tu-114 needed really tall gear to clear the really big props. The drawbacks are extra weight and volume, as described in the other answers.
The Tu-114 was so tall, on its first flight to the US (the prototype was used to ferry Nikita Kruschev to the UN for some shoe banging) the available boarding stairs weren't tall enough. That arrival raised some eyebrows in the West because they'd done a nonstop flight from Moscow (the Tu-114 was the first aircraft that made that possible).
answered yesterday
HobbesHobbes
3,7971016
edited yesterday
answered yesterday
HobbesHobbes
3,7971016
answered yesterday
HobbesHobbes
3,7971016
answered yesterday
HobbesHobbes
3,7971016
3,7971016
3
$begingroup$
How did they eventually get him down?
$endgroup$
– securitydude5
yesterday
2
$begingroup$
You can see that in the second photo. They placed a smaller set of stairs on top of the large one.
$endgroup$
– Hobbes
yesterday
$begingroup$
OK otherwise great answer and thanks, much appreciated
$endgroup$
– securitydude5
yesterday
$begingroup$
The Tu-114, itself, was a case of lowering what was a high wing on the original Tu-95. Also the Tu-114 sorely needs a 4-pack of Progress D-27 engines; that would make it the coolest thing to ever fly.
$endgroup$
– Harper
yesterday
1
$begingroup$
@AzorAhai en.wikipedia.org/wiki/Shoe-banging_incident
$endgroup$
– Bob
yesterday
|
show 1 more comment
3
$begingroup$
How did they eventually get him down?
$endgroup$
– securitydude5
yesterday
2
$begingroup$
You can see that in the second photo. They placed a smaller set of stairs on top of the large one.
$endgroup$
– Hobbes
yesterday
$begingroup$
OK otherwise great answer and thanks, much appreciated
$endgroup$
– securitydude5
yesterday
$begingroup$
The Tu-114, itself, was a case of lowering what was a high wing on the original Tu-95. Also the Tu-114 sorely needs a 4-pack of Progress D-27 engines; that would make it the coolest thing to ever fly.
$endgroup$
– Harper
yesterday
1
$begingroup$
@AzorAhai en.wikipedia.org/wiki/Shoe-banging_incident
$endgroup$
– Bob
yesterday
3
3
$begingroup$
How did they eventually get him down?
$endgroup$
– securitydude5
yesterday
$begingroup$
How did they eventually get him down?
$endgroup$
– securitydude5
yesterday
2
2
$begingroup$
You can see that in the second photo. They placed a smaller set of stairs on top of the large one.
$endgroup$
– Hobbes
yesterday
$begingroup$
You can see that in the second photo. They placed a smaller set of stairs on top of the large one.
$endgroup$
– Hobbes
yesterday
$begingroup$
OK otherwise great answer and thanks, much appreciated
$endgroup$
– securitydude5
yesterday
$begingroup$
OK otherwise great answer and thanks, much appreciated
$endgroup$
– securitydude5
yesterday
$begingroup$
The Tu-114, itself, was a case of lowering what was a high wing on the original Tu-95. Also the Tu-114 sorely needs a 4-pack of Progress D-27 engines; that would make it the coolest thing to ever fly.
$endgroup$
– Harper
yesterday
$begingroup$
The Tu-114, itself, was a case of lowering what was a high wing on the original Tu-95. Also the Tu-114 sorely needs a 4-pack of Progress D-27 engines; that would make it the coolest thing to ever fly.
$endgroup$
– Harper
yesterday
1
1
$begingroup$
@AzorAhai en.wikipedia.org/wiki/Shoe-banging_incident
$endgroup$
– Bob
yesterday
$begingroup$
@AzorAhai en.wikipedia.org/wiki/Shoe-banging_incident
$endgroup$
– Bob
yesterday
|
show 1 more comment
$begingroup$
It's just more weight and volume.
The problem really arises when you modify an existing airplane with a new engine that requires more clearance. Changing the engine is not that big a deal (relatively speaking) when it is slung below the wing as its physical interface is through the pylon. It is an appendage.
The landing gear are smack, dab in the middle of the fuselage, and changes in that will ripple through far more systems. It is literally right in the middle of things.
answered yesterday
MikeYMikeY
2365
New contributor
MikeY is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
2
$begingroup$
@CrossRoads It's the flat bottom on the nacelle that led to the pitch-up moment at high AoA. Having the weight of the engines farther forward would result in a pitch down moment.
$endgroup$
– reirab
yesterday
1
$begingroup$
@CrossRoads The engines on the 737 MAX aren't that much farther forward than on the NGs. They are higher, but not much farther forward at all. This is an NG (-800) and this is a MAX 8. There's currently a lot of misinformation and speculation spreading around in regards to the MAX, though. That's why we ban accident speculation here and wait for the official reports.
$endgroup$
– reirab
yesterday
$begingroup$
Changing the engine can be a very big deal if it affects the wing's flutter stability margin. Boeing had a terrible time trying the design the original B747 wing to be compatible with engines from the three manufacturers, with maximum commonality of parts.
$endgroup$
– alephzero
yesterday
$begingroup$
@reirab if the flat bottom of the nacelles leads to pitch up at high AOA this can be solved by adding area to the H stab, just like they did with the canarded Ascender years ago. I cringed when the MD-11 downsized theirs. A big one adds safety, and offers an option other than trying to fly the plane with a rapidly pitching trim function.
$endgroup$
– Robert DiGiovanni
yesterday
$begingroup$
@RobertDiGiovanni The system isn't designed to fly the plane with it. It's designed to activate as the AoA nears critical to prevent stall, just like the almost identical system on every Airbus since the A320.
$endgroup$
– reirab
yesterday
|
show 1 more comment
$begingroup$
It's just more weight and volume.
The problem really arises when you modify an existing airplane with a new engine that requires more clearance. Changing the engine is not that big a deal (relatively speaking) when it is slung below the wing as its physical interface is through the pylon. It is an appendage.
The landing gear are smack, dab in the middle of the fuselage, and changes in that will ripple through far more systems. It is literally right in the middle of things.
answered yesterday
MikeYMikeY
2365
New contributor
MikeY is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
2
$begingroup$
@CrossRoads It's the flat bottom on the nacelle that led to the pitch-up moment at high AoA. Having the weight of the engines farther forward would result in a pitch down moment.
$endgroup$
– reirab
yesterday
1
$begingroup$
@CrossRoads The engines on the 737 MAX aren't that much farther forward than on the NGs. They are higher, but not much farther forward at all. This is an NG (-800) and this is a MAX 8. There's currently a lot of misinformation and speculation spreading around in regards to the MAX, though. That's why we ban accident speculation here and wait for the official reports.
$endgroup$
– reirab
yesterday
$begingroup$
Changing the engine can be a very big deal if it affects the wing's flutter stability margin. Boeing had a terrible time trying the design the original B747 wing to be compatible with engines from the three manufacturers, with maximum commonality of parts.
$endgroup$
– alephzero
yesterday
$begingroup$
@reirab if the flat bottom of the nacelles leads to pitch up at high AOA this can be solved by adding area to the H stab, just like they did with the canarded Ascender years ago. I cringed when the MD-11 downsized theirs. A big one adds safety, and offers an option other than trying to fly the plane with a rapidly pitching trim function.
$endgroup$
– Robert DiGiovanni
yesterday
$begingroup$
@RobertDiGiovanni The system isn't designed to fly the plane with it. It's designed to activate as the AoA nears critical to prevent stall, just like the almost identical system on every Airbus since the A320.
$endgroup$
– reirab
yesterday
|
show 1 more comment
$begingroup$
It's just more weight and volume.
The problem really arises when you modify an existing airplane with a new engine that requires more clearance. Changing the engine is not that big a deal (relatively speaking) when it is slung below the wing as its physical interface is through the pylon. It is an appendage.
The landing gear are smack, dab in the middle of the fuselage, and changes in that will ripple through far more systems. It is literally right in the middle of things.
answered yesterday
MikeYMikeY
2365
New contributor
MikeY is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
It's just more weight and volume.
The problem really arises when you modify an existing airplane with a new engine that requires more clearance. Changing the engine is not that big a deal (relatively speaking) when it is slung below the wing as its physical interface is through the pylon. It is an appendage.
The landing gear are smack, dab in the middle of the fuselage, and changes in that will ripple through far more systems. It is literally right in the middle of things.
answered yesterday
MikeYMikeY
2365
New contributor
MikeY is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
answered yesterday
MikeYMikeY
2365
New contributor
MikeY is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
answered yesterday
MikeYMikeY
2365
answered yesterday
MikeYMikeY
2365
2365
New contributor
MikeY is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
New contributor
MikeY is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
MikeY is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
2
$begingroup$
@CrossRoads It's the flat bottom on the nacelle that led to the pitch-up moment at high AoA. Having the weight of the engines farther forward would result in a pitch down moment.
$endgroup$
– reirab
yesterday
1
$begingroup$
@CrossRoads The engines on the 737 MAX aren't that much farther forward than on the NGs. They are higher, but not much farther forward at all. This is an NG (-800) and this is a MAX 8. There's currently a lot of misinformation and speculation spreading around in regards to the MAX, though. That's why we ban accident speculation here and wait for the official reports.
$endgroup$
– reirab
yesterday
$begingroup$
Changing the engine can be a very big deal if it affects the wing's flutter stability margin. Boeing had a terrible time trying the design the original B747 wing to be compatible with engines from the three manufacturers, with maximum commonality of parts.
$endgroup$
– alephzero
yesterday
$begingroup$
@reirab if the flat bottom of the nacelles leads to pitch up at high AOA this can be solved by adding area to the H stab, just like they did with the canarded Ascender years ago. I cringed when the MD-11 downsized theirs. A big one adds safety, and offers an option other than trying to fly the plane with a rapidly pitching trim function.
$endgroup$
– Robert DiGiovanni
yesterday
$begingroup$
@RobertDiGiovanni The system isn't designed to fly the plane with it. It's designed to activate as the AoA nears critical to prevent stall, just like the almost identical system on every Airbus since the A320.
$endgroup$
– reirab
yesterday
|
show 1 more comment
2
$begingroup$
@CrossRoads It's the flat bottom on the nacelle that led to the pitch-up moment at high AoA. Having the weight of the engines farther forward would result in a pitch down moment.
$endgroup$
– reirab
yesterday
1
$begingroup$
@CrossRoads The engines on the 737 MAX aren't that much farther forward than on the NGs. They are higher, but not much farther forward at all. This is an NG (-800) and this is a MAX 8. There's currently a lot of misinformation and speculation spreading around in regards to the MAX, though. That's why we ban accident speculation here and wait for the official reports.
$endgroup$
– reirab
yesterday
$begingroup$
Changing the engine can be a very big deal if it affects the wing's flutter stability margin. Boeing had a terrible time trying the design the original B747 wing to be compatible with engines from the three manufacturers, with maximum commonality of parts.
$endgroup$
– alephzero
yesterday
$begingroup$
@reirab if the flat bottom of the nacelles leads to pitch up at high AOA this can be solved by adding area to the H stab, just like they did with the canarded Ascender years ago. I cringed when the MD-11 downsized theirs. A big one adds safety, and offers an option other than trying to fly the plane with a rapidly pitching trim function.
$endgroup$
– Robert DiGiovanni
yesterday
$begingroup$
@RobertDiGiovanni The system isn't designed to fly the plane with it. It's designed to activate as the AoA nears critical to prevent stall, just like the almost identical system on every Airbus since the A320.
$endgroup$
– reirab
yesterday
2
2
$begingroup$
@CrossRoads It's the flat bottom on the nacelle that led to the pitch-up moment at high AoA. Having the weight of the engines farther forward would result in a pitch down moment.
$endgroup$
– reirab
yesterday
$begingroup$
@CrossRoads It's the flat bottom on the nacelle that led to the pitch-up moment at high AoA. Having the weight of the engines farther forward would result in a pitch down moment.
$endgroup$
– reirab
yesterday
1
1
$begingroup$
@CrossRoads The engines on the 737 MAX aren't that much farther forward than on the NGs. They are higher, but not much farther forward at all. This is an NG (-800) and this is a MAX 8. There's currently a lot of misinformation and speculation spreading around in regards to the MAX, though. That's why we ban accident speculation here and wait for the official reports.
$endgroup$
– reirab
yesterday
$begingroup$
@CrossRoads The engines on the 737 MAX aren't that much farther forward than on the NGs. They are higher, but not much farther forward at all. This is an NG (-800) and this is a MAX 8. There's currently a lot of misinformation and speculation spreading around in regards to the MAX, though. That's why we ban accident speculation here and wait for the official reports.
$endgroup$
– reirab
yesterday
$begingroup$
Changing the engine can be a very big deal if it affects the wing's flutter stability margin. Boeing had a terrible time trying the design the original B747 wing to be compatible with engines from the three manufacturers, with maximum commonality of parts.
$endgroup$
– alephzero
yesterday
$begingroup$
Changing the engine can be a very big deal if it affects the wing's flutter stability margin. Boeing had a terrible time trying the design the original B747 wing to be compatible with engines from the three manufacturers, with maximum commonality of parts.
$endgroup$
– alephzero
yesterday
$begingroup$
@reirab if the flat bottom of the nacelles leads to pitch up at high AOA this can be solved by adding area to the H stab, just like they did with the canarded Ascender years ago. I cringed when the MD-11 downsized theirs. A big one adds safety, and offers an option other than trying to fly the plane with a rapidly pitching trim function.
$endgroup$
– Robert DiGiovanni
yesterday
$begingroup$
@reirab if the flat bottom of the nacelles leads to pitch up at high AOA this can be solved by adding area to the H stab, just like they did with the canarded Ascender years ago. I cringed when the MD-11 downsized theirs. A big one adds safety, and offers an option other than trying to fly the plane with a rapidly pitching trim function.
$endgroup$
– Robert DiGiovanni
yesterday
$begingroup$
@RobertDiGiovanni The system isn't designed to fly the plane with it. It's designed to activate as the AoA nears critical to prevent stall, just like the almost identical system on every Airbus since the A320.
$endgroup$
– reirab
yesterday
$begingroup$
@RobertDiGiovanni The system isn't designed to fly the plane with it. It's designed to activate as the AoA nears critical to prevent stall, just like the almost identical system on every Airbus since the A320.
$endgroup$
– reirab
yesterday
|
show 1 more comment
$begingroup$
Taller landing gear do present challenges due to increases in leverage and greater amount of space, but this has already been dealt with in large delta designs such as the XB-70 and is certainly not insurmountable.
However, in the vast database of aeronautical endeavor there are solutions worth reviewing (wing? ah, review wing). Yes, many high wing designs would comfortably fit the larger engines.
Secondly, the trend towards fewer wing mounted engines has deprived air craft designers of a key safety feature from the tri-jet, using thrust to push the nose down. Nose tractors (prop) have it as down thrust, rear pushers (prop or jet) have it as tail up thrust. Add power nose down.
So let's look at the A-10 Warthog. Why not put the two large fan jets back there with future airliners!
Notice many major airliner designs trace unbroken lineage all the way back to the Me-262.
Every time I see one, I think this is the first jet airliner ever. A great plane indeed.
But, with the development of more efficient and larger fan jets, designs such as the Ba-146 and many high winged transport aircraft can be brought into consideration to keep the thrust line in a manageable, safe, and even helpful configuration for wing mounts, if we wish to keep them there.
answered yesterday
Robert DiGiovanniRobert DiGiovanni
2,5911316
$endgroup$
$begingroup$
Engines on the tail have the disadvantage of longer fuel lines. Fuel needs to be transported from the tanks to the engines and when those are not mounted below the wings, fuel actually needs to be pumped to the back and up to the engines instead of more or less straight down from the tanks. Under wing engines have the shortest fuel lines from almost anywhere on the plane.
$endgroup$
– Adwaenyth
yesterday
$begingroup$
Why is thrust pushing the nose down a safety feature? My intuition from model aircraft would be that you'd want the nose to drop if the engines cut out, not under thrust.
$endgroup$
– Skyler
yesterday
$begingroup$
You have it both ways. If you cut power the aircraft slows, sinks, and (properly designed) H stab pushes nose down. Thrust pushing nose down would also help, as does forward set CG! But with tractor props, torque makes this a questionable option at low airspeed. Rear jet thrust, at an angle, not only pushes nose down to help gain air speed, it also reduces trim needs at cruise.
$endgroup$
– Robert DiGiovanni
yesterday
4
$begingroup$
"Notice many major airliner designs trace unbroken lineage all the way back to the Me-262." That really seems like quite a stretch. The Me-262 is a fighter and has little resemblance to airliners of any sort, aside from wing-mounted turbine engines.
$endgroup$
– reirab
yesterday
1
$begingroup$
@Adwaenyth that ignores the fact that many airlines already have fuel pipes to the rear of the aircraft, because many airlines take advantage of using fuel as trim ballast by pumping it to tanks in the tail. The real disadvantage to engines at the rear is weight - the entire tail structure had to be strengthened significantly, while the wings and centre wing box are already a strengthened structure for bearing the weight of the aircraft, so additional strengthening for bearing the engine weight and thrust adds little extra weight.
$endgroup$
– Moo
yesterday
add a comment |
$begingroup$
Taller landing gear do present challenges due to increases in leverage and greater amount of space, but this has already been dealt with in large delta designs such as the XB-70 and is certainly not insurmountable.
However, in the vast database of aeronautical endeavor there are solutions worth reviewing (wing? ah, review wing). Yes, many high wing designs would comfortably fit the larger engines.
Secondly, the trend towards fewer wing mounted engines has deprived air craft designers of a key safety feature from the tri-jet, using thrust to push the nose down. Nose tractors (prop) have it as down thrust, rear pushers (prop or jet) have it as tail up thrust. Add power nose down.
So let's look at the A-10 Warthog. Why not put the two large fan jets back there with future airliners!
Notice many major airliner designs trace unbroken lineage all the way back to the Me-262.
Every time I see one, I think this is the first jet airliner ever. A great plane indeed.
But, with the development of more efficient and larger fan jets, designs such as the Ba-146 and many high winged transport aircraft can be brought into consideration to keep the thrust line in a manageable, safe, and even helpful configuration for wing mounts, if we wish to keep them there.
answered yesterday
Robert DiGiovanniRobert DiGiovanni
2,5911316
$endgroup$
$begingroup$
Engines on the tail have the disadvantage of longer fuel lines. Fuel needs to be transported from the tanks to the engines and when those are not mounted below the wings, fuel actually needs to be pumped to the back and up to the engines instead of more or less straight down from the tanks. Under wing engines have the shortest fuel lines from almost anywhere on the plane.
$endgroup$
– Adwaenyth
yesterday
$begingroup$
Why is thrust pushing the nose down a safety feature? My intuition from model aircraft would be that you'd want the nose to drop if the engines cut out, not under thrust.
$endgroup$
– Skyler
yesterday
$begingroup$
You have it both ways. If you cut power the aircraft slows, sinks, and (properly designed) H stab pushes nose down. Thrust pushing nose down would also help, as does forward set CG! But with tractor props, torque makes this a questionable option at low airspeed. Rear jet thrust, at an angle, not only pushes nose down to help gain air speed, it also reduces trim needs at cruise.
$endgroup$
– Robert DiGiovanni
yesterday
4
$begingroup$
"Notice many major airliner designs trace unbroken lineage all the way back to the Me-262." That really seems like quite a stretch. The Me-262 is a fighter and has little resemblance to airliners of any sort, aside from wing-mounted turbine engines.
$endgroup$
– reirab
yesterday
1
$begingroup$
@Adwaenyth that ignores the fact that many airlines already have fuel pipes to the rear of the aircraft, because many airlines take advantage of using fuel as trim ballast by pumping it to tanks in the tail. The real disadvantage to engines at the rear is weight - the entire tail structure had to be strengthened significantly, while the wings and centre wing box are already a strengthened structure for bearing the weight of the aircraft, so additional strengthening for bearing the engine weight and thrust adds little extra weight.
$endgroup$
– Moo
yesterday
add a comment |
$begingroup$
Taller landing gear do present challenges due to increases in leverage and greater amount of space, but this has already been dealt with in large delta designs such as the XB-70 and is certainly not insurmountable.
However, in the vast database of aeronautical endeavor there are solutions worth reviewing (wing? ah, review wing). Yes, many high wing designs would comfortably fit the larger engines.
Secondly, the trend towards fewer wing mounted engines has deprived air craft designers of a key safety feature from the tri-jet, using thrust to push the nose down. Nose tractors (prop) have it as down thrust, rear pushers (prop or jet) have it as tail up thrust. Add power nose down.
So let's look at the A-10 Warthog. Why not put the two large fan jets back there with future airliners!
Notice many major airliner designs trace unbroken lineage all the way back to the Me-262.
Every time I see one, I think this is the first jet airliner ever. A great plane indeed.
But, with the development of more efficient and larger fan jets, designs such as the Ba-146 and many high winged transport aircraft can be brought into consideration to keep the thrust line in a manageable, safe, and even helpful configuration for wing mounts, if we wish to keep them there.
answered yesterday
Robert DiGiovanniRobert DiGiovanni
2,5911316
$endgroup$
Taller landing gear do present challenges due to increases in leverage and greater amount of space, but this has already been dealt with in large delta designs such as the XB-70 and is certainly not insurmountable.
However, in the vast database of aeronautical endeavor there are solutions worth reviewing (wing? ah, review wing). Yes, many high wing designs would comfortably fit the larger engines.
Secondly, the trend towards fewer wing mounted engines has deprived air craft designers of a key safety feature from the tri-jet, using thrust to push the nose down. Nose tractors (prop) have it as down thrust, rear pushers (prop or jet) have it as tail up thrust. Add power nose down.
So let's look at the A-10 Warthog. Why not put the two large fan jets back there with future airliners!
Notice many major airliner designs trace unbroken lineage all the way back to the Me-262.
Every time I see one, I think this is the first jet airliner ever. A great plane indeed.
But, with the development of more efficient and larger fan jets, designs such as the Ba-146 and many high winged transport aircraft can be brought into consideration to keep the thrust line in a manageable, safe, and even helpful configuration for wing mounts, if we wish to keep them there.
answered yesterday
Robert DiGiovanniRobert DiGiovanni
2,5911316
answered yesterday
Robert DiGiovanniRobert DiGiovanni
2,5911316
answered yesterday
Robert DiGiovanniRobert DiGiovanni
2,5911316
answered yesterday
Robert DiGiovanniRobert DiGiovanni
2,5911316
2,5911316
$begingroup$
Engines on the tail have the disadvantage of longer fuel lines. Fuel needs to be transported from the tanks to the engines and when those are not mounted below the wings, fuel actually needs to be pumped to the back and up to the engines instead of more or less straight down from the tanks. Under wing engines have the shortest fuel lines from almost anywhere on the plane.
$endgroup$
– Adwaenyth
yesterday
$begingroup$
Why is thrust pushing the nose down a safety feature? My intuition from model aircraft would be that you'd want the nose to drop if the engines cut out, not under thrust.
$endgroup$
– Skyler
yesterday
$begingroup$
You have it both ways. If you cut power the aircraft slows, sinks, and (properly designed) H stab pushes nose down. Thrust pushing nose down would also help, as does forward set CG! But with tractor props, torque makes this a questionable option at low airspeed. Rear jet thrust, at an angle, not only pushes nose down to help gain air speed, it also reduces trim needs at cruise.
$endgroup$
– Robert DiGiovanni
yesterday
4
$begingroup$
"Notice many major airliner designs trace unbroken lineage all the way back to the Me-262." That really seems like quite a stretch. The Me-262 is a fighter and has little resemblance to airliners of any sort, aside from wing-mounted turbine engines.
$endgroup$
– reirab
yesterday
1
$begingroup$
@Adwaenyth that ignores the fact that many airlines already have fuel pipes to the rear of the aircraft, because many airlines take advantage of using fuel as trim ballast by pumping it to tanks in the tail. The real disadvantage to engines at the rear is weight - the entire tail structure had to be strengthened significantly, while the wings and centre wing box are already a strengthened structure for bearing the weight of the aircraft, so additional strengthening for bearing the engine weight and thrust adds little extra weight.
$endgroup$
– Moo
yesterday
add a comment |
$begingroup$
Engines on the tail have the disadvantage of longer fuel lines. Fuel needs to be transported from the tanks to the engines and when those are not mounted below the wings, fuel actually needs to be pumped to the back and up to the engines instead of more or less straight down from the tanks. Under wing engines have the shortest fuel lines from almost anywhere on the plane.
$endgroup$
– Adwaenyth
yesterday
$begingroup$
Why is thrust pushing the nose down a safety feature? My intuition from model aircraft would be that you'd want the nose to drop if the engines cut out, not under thrust.
$endgroup$
– Skyler
yesterday
$begingroup$
You have it both ways. If you cut power the aircraft slows, sinks, and (properly designed) H stab pushes nose down. Thrust pushing nose down would also help, as does forward set CG! But with tractor props, torque makes this a questionable option at low airspeed. Rear jet thrust, at an angle, not only pushes nose down to help gain air speed, it also reduces trim needs at cruise.
$endgroup$
– Robert DiGiovanni
yesterday
4
$begingroup$
"Notice many major airliner designs trace unbroken lineage all the way back to the Me-262." That really seems like quite a stretch. The Me-262 is a fighter and has little resemblance to airliners of any sort, aside from wing-mounted turbine engines.
$endgroup$
– reirab
yesterday
1
$begingroup$
@Adwaenyth that ignores the fact that many airlines already have fuel pipes to the rear of the aircraft, because many airlines take advantage of using fuel as trim ballast by pumping it to tanks in the tail. The real disadvantage to engines at the rear is weight - the entire tail structure had to be strengthened significantly, while the wings and centre wing box are already a strengthened structure for bearing the weight of the aircraft, so additional strengthening for bearing the engine weight and thrust adds little extra weight.
$endgroup$
– Moo
yesterday
$begingroup$
Engines on the tail have the disadvantage of longer fuel lines. Fuel needs to be transported from the tanks to the engines and when those are not mounted below the wings, fuel actually needs to be pumped to the back and up to the engines instead of more or less straight down from the tanks. Under wing engines have the shortest fuel lines from almost anywhere on the plane.
$endgroup$
– Adwaenyth
yesterday
$begingroup$
Engines on the tail have the disadvantage of longer fuel lines. Fuel needs to be transported from the tanks to the engines and when those are not mounted below the wings, fuel actually needs to be pumped to the back and up to the engines instead of more or less straight down from the tanks. Under wing engines have the shortest fuel lines from almost anywhere on the plane.
$endgroup$
– Adwaenyth
yesterday
$begingroup$
Why is thrust pushing the nose down a safety feature? My intuition from model aircraft would be that you'd want the nose to drop if the engines cut out, not under thrust.
$endgroup$
– Skyler
yesterday
$begingroup$
Why is thrust pushing the nose down a safety feature? My intuition from model aircraft would be that you'd want the nose to drop if the engines cut out, not under thrust.
$endgroup$
– Skyler
yesterday
$begingroup$
You have it both ways. If you cut power the aircraft slows, sinks, and (properly designed) H stab pushes nose down. Thrust pushing nose down would also help, as does forward set CG! But with tractor props, torque makes this a questionable option at low airspeed. Rear jet thrust, at an angle, not only pushes nose down to help gain air speed, it also reduces trim needs at cruise.
$endgroup$
– Robert DiGiovanni
yesterday
$begingroup$
You have it both ways. If you cut power the aircraft slows, sinks, and (properly designed) H stab pushes nose down. Thrust pushing nose down would also help, as does forward set CG! But with tractor props, torque makes this a questionable option at low airspeed. Rear jet thrust, at an angle, not only pushes nose down to help gain air speed, it also reduces trim needs at cruise.
$endgroup$
– Robert DiGiovanni
yesterday
4
4
$begingroup$
"Notice many major airliner designs trace unbroken lineage all the way back to the Me-262." That really seems like quite a stretch. The Me-262 is a fighter and has little resemblance to airliners of any sort, aside from wing-mounted turbine engines.
$endgroup$
– reirab
yesterday
$begingroup$
"Notice many major airliner designs trace unbroken lineage all the way back to the Me-262." That really seems like quite a stretch. The Me-262 is a fighter and has little resemblance to airliners of any sort, aside from wing-mounted turbine engines.
$endgroup$
– reirab
yesterday
1
1
$begingroup$
@Adwaenyth that ignores the fact that many airlines already have fuel pipes to the rear of the aircraft, because many airlines take advantage of using fuel as trim ballast by pumping it to tanks in the tail. The real disadvantage to engines at the rear is weight - the entire tail structure had to be strengthened significantly, while the wings and centre wing box are already a strengthened structure for bearing the weight of the aircraft, so additional strengthening for bearing the engine weight and thrust adds little extra weight.
$endgroup$
– Moo
yesterday
$begingroup$
@Adwaenyth that ignores the fact that many airlines already have fuel pipes to the rear of the aircraft, because many airlines take advantage of using fuel as trim ballast by pumping it to tanks in the tail. The real disadvantage to engines at the rear is weight - the entire tail structure had to be strengthened significantly, while the wings and centre wing box are already a strengthened structure for bearing the weight of the aircraft, so additional strengthening for bearing the engine weight and thrust adds little extra weight.
$endgroup$
– Moo
yesterday
add a comment |
$begingroup$
I have no experience in aviation but just from physics, longer landing gear "legs" (I don't know the terminology) would mean that as the aircraft lands and experiences a force perpendicular to the landing gear, the torque on the landing gear would be higher. This could present a challenge in that the structural stability of the landing gear "leg" may be compromised from increased torque, especially if we're talking about a heavier aircraft.
answered yesterday
Kayra IlkbaharKayra Ilkbahar
391
New contributor
Kayra Ilkbahar is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
1
$begingroup$
You should add figures to illustrate your answer.
$endgroup$
– Manu H
yesterday
1
$begingroup$
Another way to explain this is: a longer lever sticking out from the plane means it has to be stronger to not snap off in a crabbed landing, or during braking, or any other sources of non-vertical force. So yes, the landing gear has to scale up in thickness as well as length, so the weight required might scale as length^3 or at least length^2, not just linearly with length. (The question does already guess that this might be a problem, but still +1.)
$endgroup$
– Peter Cordes
yesterday
add a comment |
$begingroup$
I have no experience in aviation but just from physics, longer landing gear "legs" (I don't know the terminology) would mean that as the aircraft lands and experiences a force perpendicular to the landing gear, the torque on the landing gear would be higher. This could present a challenge in that the structural stability of the landing gear "leg" may be compromised from increased torque, especially if we're talking about a heavier aircraft.
answered yesterday
Kayra IlkbaharKayra Ilkbahar
391
New contributor
Kayra Ilkbahar is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
1
$begingroup$
You should add figures to illustrate your answer.
$endgroup$
– Manu H
yesterday
1
$begingroup$
Another way to explain this is: a longer lever sticking out from the plane means it has to be stronger to not snap off in a crabbed landing, or during braking, or any other sources of non-vertical force. So yes, the landing gear has to scale up in thickness as well as length, so the weight required might scale as length^3 or at least length^2, not just linearly with length. (The question does already guess that this might be a problem, but still +1.)
$endgroup$
– Peter Cordes
yesterday
add a comment |
$begingroup$
I have no experience in aviation but just from physics, longer landing gear "legs" (I don't know the terminology) would mean that as the aircraft lands and experiences a force perpendicular to the landing gear, the torque on the landing gear would be higher. This could present a challenge in that the structural stability of the landing gear "leg" may be compromised from increased torque, especially if we're talking about a heavier aircraft.
answered yesterday
Kayra IlkbaharKayra Ilkbahar
391
New contributor
Kayra Ilkbahar is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
$endgroup$
I have no experience in aviation but just from physics, longer landing gear "legs" (I don't know the terminology) would mean that as the aircraft lands and experiences a force perpendicular to the landing gear, the torque on the landing gear would be higher. This could present a challenge in that the structural stability of the landing gear "leg" may be compromised from increased torque, especially if we're talking about a heavier aircraft.
answered yesterday
Kayra IlkbaharKayra Ilkbahar
391
New contributor
Kayra Ilkbahar is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
answered yesterday
Kayra IlkbaharKayra Ilkbahar
391
New contributor
Kayra Ilkbahar is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
answered yesterday
Kayra IlkbaharKayra Ilkbahar
391
answered yesterday
Kayra IlkbaharKayra Ilkbahar
391
391
New contributor
Kayra Ilkbahar is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
New contributor
Kayra Ilkbahar is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
Kayra Ilkbahar is a new contributor to this site. Take care in asking for clarification, commenting, and answering.
Check out our Code of Conduct.
1
$begingroup$
You should add figures to illustrate your answer.
$endgroup$
– Manu H
yesterday
1
$begingroup$
Another way to explain this is: a longer lever sticking out from the plane means it has to be stronger to not snap off in a crabbed landing, or during braking, or any other sources of non-vertical force. So yes, the landing gear has to scale up in thickness as well as length, so the weight required might scale as length^3 or at least length^2, not just linearly with length. (The question does already guess that this might be a problem, but still +1.)
$endgroup$
– Peter Cordes
yesterday
add a comment |
1
$begingroup$
You should add figures to illustrate your answer.
$endgroup$
– Manu H
yesterday
1
$begingroup$
Another way to explain this is: a longer lever sticking out from the plane means it has to be stronger to not snap off in a crabbed landing, or during braking, or any other sources of non-vertical force. So yes, the landing gear has to scale up in thickness as well as length, so the weight required might scale as length^3 or at least length^2, not just linearly with length. (The question does already guess that this might be a problem, but still +1.)
$endgroup$
– Peter Cordes
yesterday
1
1
$begingroup$
You should add figures to illustrate your answer.
$endgroup$
– Manu H
yesterday
$begingroup$
You should add figures to illustrate your answer.
$endgroup$
– Manu H
yesterday
1
1
$begingroup$
Another way to explain this is: a longer lever sticking out from the plane means it has to be stronger to not snap off in a crabbed landing, or during braking, or any other sources of non-vertical force. So yes, the landing gear has to scale up in thickness as well as length, so the weight required might scale as length^3 or at least length^2, not just linearly with length. (The question does already guess that this might be a problem, but still +1.)
$endgroup$
– Peter Cordes
yesterday
$begingroup$
Another way to explain this is: a longer lever sticking out from the plane means it has to be stronger to not snap off in a crabbed landing, or during braking, or any other sources of non-vertical force. So yes, the landing gear has to scale up in thickness as well as length, so the weight required might scale as length^3 or at least length^2, not just linearly with length. (The question does already guess that this might be a problem, but still +1.)
$endgroup$
– Peter Cordes
yesterday
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-aircraft-design, airliner, jet-engine, landing-gear
