777 Gear Swing 2012
Why Aviation Stack Exchange recommends it
Aviation Stack Exchange answerers and askers link it as visual evidence of how 777 main gear and gear bay doors actually move, including the slight offset between the two sides.
Recommended by 0 people across 0 different months, 2015 to 2020.
What it is
A 2m25s clip from 2012 showing a Boeing 777 retracting and extending its landing gear, uploaded by a channel called Clayton. It is raw footage of the gear swing with no commentary described.
What people said
Cites Maverick283 · 2015-10 · Aviation Stack Exchange · on “Why does landing gear retract with an offset?”
I've noticed this often in flight simulators, and have, to be honest, never paid attention to it in real life, though I'm quite sure it happens there too: When landing gear retracts (and I believe when it extends as well) the two main landing gears don't move simultaneously, but one goes up (down) earlier than the other one. Here is a video that shows this as well: Video [this video] As a matter of fact it appears one of the flaps that open the landing gear bulk goes down faster? Doesn't that cause aerodynamic disadvantages? There has to be a reason behind that. What reason is this?
Cites Jan Hudec · 2015-10 · Aviation Stack Exchange · on “Why does landing gear retract with an offset?”
As you can see in the video [this video] 1 , they don't . At least not always. The sequence is the same for both sides and initiated at the same moment for both sides, but sometimes the down- or up-lock takes longer to release than other times, so one or the other side may get some delay. The internal friction in the mechanism may also be different on each side depending on wear of various parts of the assembly, which may add more delay to one or the other side. 1 Yes, it is the same video, just different part.
Cites Peter Kämpf · 2016-01 · Aviation Stack Exchange · on “Why shouldn't the pilot change the aircraft's configuration while avoiding windshear during landing?”
During extension and retraction the gear drag is substantially higher than in the extended position. This has two reasons: When the gear moves, the first thing to happen is that the big bay doors open. They are also the last to close after the gear has reached its new position. During that time, the large cavity of the gear bay will cause additional drag, sometimes as much as half of the drag of the extended gear. When the wheels are close to the fuselage, their drag contribution is higher than when they are at some distance due to higher interference drag. [LINK] Figure 38 from S. Hoerner's Fluid Dynamic Drag [LINK] , Chapter 13 page 14. Note that after landing gear extension the biggest do
Cites John K · 2020-07 · Aviation Stack Exchange · on “How does the B777 Side brace locking mechanism work?”
The scissors struts on that gear physically lock in alignment instead of over centering. The inboard strut extends into the outer one a short distance, which is forked to accommodate it. The little actuator with the lever and springs is the downlock mechanism. The downlock will have some sort of pawl or plunger interface hidden inside that forked interface, roughly where the downlock safety pin is, that engages to lock the inner strut and outer strut together so they are like a one-piece strut. The actuator pulls in to disengage the mechanical lock, and the springs provide a counter pressure against the actuator to provide a passive "engage" force the rest of the time. The springs aren't mai