Isn't chocks on NLG compulsory in Germany.I Understand the Main Wheels are chocked but Shouldn't the Nose Wheel be chocked too.
If Im no mistaken the Nose wheel chocks are used for the Main Wheels.
Parking for a B737 should be more Aft.
Posti From United States of America, joined Oct 2004, 106 posts, RR: 0 Reply 1, posted (8 years 7 months 2 days 4 hours ago) and read 4177 times:
If the aircraft is parked on a flat surface, only 1 of the mains really needs to be chocked. I worked at a big FBO this summer with a lot of private jets and the only time we chocked all three wheels was when a big storm was coming in. I don't know of any regulations regarding chocking in the USA or Europe, so I can't help you there, but I assure you that 737 isn't going anywhere until those chocks are removed.
FinnWings From Finland, joined Oct 2003, 640 posts, RR: 3 Reply 7, posted (8 years 7 months ago) and read 3803 times:
The normal practice in Helsinki is chock the main wheels and nosewheel if the aircraft is parked on the remote stand. When those are parked at the gate usually only main wheels are chocked. However, some airlines have their own practices. For example, DHL and UPS demand that every tyre will be chocked (in case of B757 this means 12 chocks!).
Aviopic From Netherlands, joined Mar 2004, 2681 posts, RR: 46 Reply 8, posted (8 years 7 months ago) and read 3785 times:
In my mind it depends on aircraft type, what the manual says so to say.
For example the Lockheed Constellation manual says NOT to chock the nose wheel because it would damage the strut.
I suppose this applies to every type, just check your manual chapter "ground handling" and you will find the answer.
The truth lives in one’s mind, it doesn’t really exist
SlamClick From United States of America, joined Nov 2003, 10062 posts, RR: 71 Reply 9, posted (8 years 6 months 4 weeks 1 day 20 hours ago) and read 3626 times:
The picture could have been taken just before the chocks were placed, or just after they were removed. When no chocks are in place the parking brake should remain set.
Building codes applicable in most communities where you will find airports usually require the ground to slope away from buildings so that water will not pool up against them. This can produce a slight slope away from the terminal building. Again, that is community regulations, not FARs.
Also, as has been stated, chocking is in accordance with the airline's procedures.
Happiness is not seeing another trite Ste. Maarten photo all week long.
Buzz From United States of America, joined Nov 1999, 697 posts, RR: 23 Reply 12, posted (8 years 6 months 4 weeks 1 day 6 hours ago) and read 3468 times:
Hi Hawk21, Buzz here. If our aircraft (UAL) are at the gate, the parking brake is set and NLG chocks are all that's needed. When we park away from the terminal we chock the mains.
At UAL we have set the parking brake as long as i remember with no ill effects. I wonder why other operators release the brakes when they park?
Many years ago at SFO Service Center,on the old wash rack we'd park a 747 overnight. They seem to be light on the nose - at least when empty. One gusty night when the winds were crosswind to the old wash rack spot, the 747 squirmed over 5 or 6 feet, the NLG had been put on the centerline at the beginning of the night. By sunrise the NLG tires were 5 or 6 feet over as that Classic Lump had tried to weather-vane into the wind.
I'm a beliver in chocking the MLG...
Buzz Fuselsausage: Line Mechanic by night, DC-3 Crew Chief by choice, taildragger pilot for fun.
747NUT From Australia, joined Sep 2004, 78 posts, RR: 0 Reply 13, posted (8 years 6 months 4 weeks 1 day 6 hours ago) and read 3465 times:
"I wonder why other operators release the brakes when they park? "
I know continental have a park brake light at the external power panel (737NG) that operates even if all power is switched off, even the battery.
I believe they use the barless tugs and they don't use a brake man, so the tug can just come along and move the aircraft without using someone to operate the brakes.
The only thing they do is check the light and move it .
SlamClick From United States of America, joined Nov 2003, 10062 posts, RR: 71 Reply 14, posted (8 years 6 months 4 weeks 1 day 5 hours ago) and read 3452 times:
Parking brake is routinely left OFF whenever possible for a good reason. The brakes will cool better if they are not all clamped together (as in SET) If the brakes were very hot, leaving them to cool with the parking brake ON may warp the rotors.
Happiness is not seeing another trite Ste. Maarten photo all week long.
HAWK21M From India, joined Jan 2001, 31228 posts, RR: 58 Reply 15, posted (8 years 6 months 4 weeks 1 day 5 hours ago) and read 3443 times:
Parking Brakes if set [B737] & power removed for halts more than 8 hrs require repressurizing & setting brakes as Hydraulic pressure will have leaked out by then.
Out here for long halts Both Main & Nose Gear wheels are chocked.
Why were the Main wheels chocked by Nose wheel chocks.
FredT From United Kingdom, joined Feb 2002, 2184 posts, RR: 26 Reply 17, posted (8 years 6 months 4 weeks 10 hours ago) and read 3331 times:
N867BX is right on the money. A stiff headwind can be enough to make an airliner jump nose wheel chocks with the small amount of weight that is on the NLG. Chock both mains if you want to be sure that the aircraft will go nowhere.
I thought I was doing good trying to avoid those airport hotels... and look at me now.
HAWK21M From India, joined Jan 2001, 31228 posts, RR: 58 Reply 18, posted (8 years 6 months 2 weeks 8 hours ago) and read 3129 times:
Out here Max Chocking of Two of the Four Main wheels & Both Nose Wheels is the SOP.I've never seen 10 chocks used on a B737.
Although We do see a few Foreign operators on charters do things differently.
Wbmech From , joined Dec 1969, posts, RR: Reply 19, posted (8 years 6 months 2 weeks 3 hours ago) and read 3092 times:
High winds (30 to 40 mph) can and will turn a 737 around if not properly chocked and brakes applied. It just happened a week ago a EWR. A 737 got twisted around almost 180 degrees so that its tail was facing the terminal and nose facing out towards the taxiway. I don't have the details, but I know that this isn't the first time it happened. By the way, the aircraft got lucky and sustained minimal wingtip and stabilizer tip damage.
HAWK21M From India, joined Jan 2001, 31228 posts, RR: 58 Reply 20, posted (8 years 6 months 2 weeks 2 hours ago) and read 3087 times:
but I know that this isn't the first time it happened.
Your Right this has happened many times before.Unless the Steering Metering valve is locked,or Main Gear chocked.The B737 when unpressurized can cause the Nose wheel to turn with strong winds.Something similiar happed at Delhi a few yrs back.
57AZ From United States of America, joined Nov 2004, 2550 posts, RR: 2 Reply 21, posted (8 years 6 months 1 week 6 days 16 hours ago) and read 3047 times:
As far as general aviation operations go, I've seen both methods of chocking. We've flown a Cessna 414 for years and generally do not chock the mains except when parking overnight. If high winds are forecast, the airplane usually gets tied down using the three tiedown points. Due to the aircraft design (low wing to ground clearance) there really is no safe way to chock the main gears immediately after engine shutdown due to the location of the engine exhaust piping so the plane usually gets a nosewheel chock and tied down on the two engine nacelle points instead. There are a few other GA aircraft that have similar design concerns.
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