Birdwatching From Germany, joined Sep 2003, 3866 posts, RR: 51 Posted (9 years 7 months 2 weeks 6 days 4 hours ago) and read 13756 times:
Hm... keeping in mind that the plane itself might be at a slight angle and not exactly parallel to the photo surface, doesn't it still seem like too much? If the wheel would pull the plane it would be a different thing, but the front wheel is pushed from the back (engines). Is this just an optical illusion?
The caption says "Don't worry about the nosewheel, it is designed to make very sharp turns."
How many degrees do you think the wheel is turned, in relation to the fuselage? I would say at least 80. What do you think?
Flyf15 From , joined Dec 1969, posts, RR:
Reply 1, posted (9 years 7 months 2 weeks 6 days 4 hours ago) and read 13739 times:
The nosewheel is not the only item used on airplanes to steer them. In this turn, they are most likely using differential braking (braking the left main), and if it were a type with wing mounted engines, applying differential thrust as well (they'd be adding thrust on the right engine). With these factors combined, aircraft can indeed turn very sharply and the nose wheel must be able to turn that sharply aswell.
Vinceb1117 From United States of America, joined May 2005, 23 posts, RR: 0
Reply 3, posted (9 years 7 months 2 weeks 6 days 3 hours ago) and read 13627 times:
The nose gear of a commercial jetliner is pretty dang sturdy. I think there's a pic of a Qantas 747 landing with it's nose gear off center on a.net, lot's of smoke busted tires but the leg is still there. It's not like the plane's going 100 mph in the posted photo either. Aside from that I'd say 70-80 degrees of tiller would be about right.
Jetstar From United States of America, joined May 2003, 1668 posts, RR: 10
Reply 4, posted (9 years 7 months 2 weeks 6 days 3 hours ago) and read 13523 times:
There is no load on the nose gear during a turn, the airplane is going in the direction of the nose wheel unless it was taxing at a high speed and the pilot abruptly turns the steering tiller. This will put a strain on the nose gear but most probably the nose wheels would just slide sideways because there is not much of a footprint from the nose tires on the tarmac.
An airliner can almost turn 90 degrees with the airplane pivoting on the inside turn landing gear. Since the main wheels are not locked together, they will rotate at a different speed during a turn.
Tight turns are made using both the steering tiller and if needed differential braking and asymmetrical thrust from the engines, especially if the engines are wing mounted.
Yhz78 From Canada, joined Apr 2004, 147 posts, RR: 0
Reply 5, posted (9 years 7 months 2 weeks 6 days 1 hour ago) and read 13363 times:
The 727 has an amazing nose turn radius. Whenever we have to tow one we disconnect the linkage and can theoretically turn the nose gear 360 degrees if the ramp and tug clearance would allow it. Even with it connected I have been told the turn radius is somewhere around 110 or 120 degrees. Easily within the limits shown in this picture.
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RoseFlyer From United States of America, joined Feb 2004, 10055 posts, RR: 52
Reply 10, posted (9 years 7 months 2 weeks 5 days 22 hours ago) and read 12511 times:
On a car this would be disastrous because the force of the turn would all be a horizontal moment caused by the friction of the front tires. However on an airplane like previously said, there are at least three ways to turn a plane. First off is the rudder. It is surprising how much force you get by turning a rudder hard over. This does much of the turning in many planes. Next is differential braking from the main landing gear. They are designed to be spaced apart enough for differential braking to cause the plane to do pretty close to a 360 turn with one wheel stopped. Since this is a 727 the last method doesn't work, but often you can give thrust in just one engine to help out a turn and require you to lose less differential braking.
Differential braking is the best way to tightly turn a plane (one wheel or gear locked up with the other rolling on the other side), but it also causes a lot of unecessary wear. It is usually avoided when possible. Using the rudder and turning the nose wheel is less effective, but does not cause any wear on the plane. Finally differential engine thrust helps, but alone won't do a very good job turning a plane. In general all conventional gear planes turn basically the same way (from small Cessnas up to 777s). Planes are much better at turning (at low speeds that is) than a car is.
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LY4XELD From United States of America, joined Mar 2000, 858 posts, RR: 15
Reply 12, posted (9 years 7 months 2 weeks 5 days 11 hours ago) and read 8105 times:
Quoting Jetstar (Reply 4): There is no load on the nose gear during a turn
I wouldn't go so far to say that...maybe there aren't any additional shear loads on the gear, but there is undoubtedly some additional torsional loads when the nose gear is turned (reaction from the friction of the wheels).
TinPusher007 From United States of America, joined Feb 2005, 990 posts, RR: 1
Reply 14, posted (9 years 7 months 2 weeks 5 days 10 hours ago) and read 7733 times:
That pic of the Varig MD-11 is not uncommon at all for McDD aircraft. I work with MD-88's and when pushing back, if you get close to the turning limit you will frequently notice the outboard nose wheel tire coming off the ground. I almost sh!t a brick the first time I saw it.
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Lapper From United Kingdom, joined Mar 2002, 1580 posts, RR: 7
Reply 16, posted (9 years 7 months 2 weeks 5 days 7 hours ago) and read 6191 times:
Don't forget as well that the plane would be moving, albeit quite slowly, when the gear changes direction for steering. It's not like in a car where you can turn the wheel and move off, this will have been gradual (sort of) with forward movement. That would counteract any force on the struts.
SCXmechanic From United States of America, joined Dec 1999, 534 posts, RR: 1
Reply 17, posted (9 years 7 months 2 weeks 5 days 7 hours ago) and read 6146 times:
Regarding that MD-11 pic with one nose tire off the ground. While working DC-10's several years ago, I would sometimes use the turned tiller method to change nose tires when a jack wasn't avaliable. Worked pretty slick but you needed two people. One to hold the tiller and one to change the wheel.
Wing From Turkey, joined Oct 2000, 1578 posts, RR: 23
Reply 20, posted (9 years 7 months 2 weeks 4 days 13 hours ago) and read 4076 times:
Quoting Flyf15 (Reply 1): The nosewheel is not the only item used on airplanes to steer them. In this turn, they are most likely using differential braking (braking the left main), and if it were a type with wing mounted engines, applying differential thrust as well (they'd be adding thrust on the right engine).
There is no need to use differential braking on airliners,the nose wheel can turn 78 degrees which is more than enough to turn you on a dime.
SlamClick From United States of America, joined Nov 2003, 10062 posts, RR: 67
Reply 22, posted (9 years 7 months 2 weeks 4 days 2 hours ago) and read 3715 times:
Here is a personal observation and the lesson I learned from it:
A few years ago, maneuvering a DC-9-15 on a tight GA ramp, I made a sharp turn to the right, then rolled forward a few feet and shut down. I got off and looked at my tire marks on the pavement. The plane had pivoted around the right maingear strut, with the inboard tire rolling forward and the outboard tire rolling backward. (airplane IB & OB #3 and #4 tires not turn IB & OB) They'd scrubbed off some rubber but it was not excessive, no marbles, for example. The nosewheel had scrubbed off a similar amount and the left main wheels hardly left any marks at all.
Looking at the marks it occurred to me that, despite the manufacturer's steering limits there is a practical limit for taxi turns. Think of it this way: If you could plot or map the location of the six wheels (for a DC-9 or B-737) and the struts supporting them, then for a turn to the right, put a compass at the center of the right main gear strut and draw the radius described by the location of the left nosewheel tire. That angle, the tangent of that circle is the sharpest turn you could make while taxiing without dragging the wheels sideways with differential thrust.
It is probably pretty close to the manufacturer's limits.
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In the Above pic.The caption says the nose gear was off center.
Look at the Rudder deflection.Is the Nose gear linked to the Rudder on Grd like the B737.
Hows the B747 Rudder pedal steering working like.
777WT From United States of America, joined Jan 2005, 879 posts, RR: 1
Reply 24, posted (9 years 7 months 2 weeks 3 days 3 hours ago) and read 3465 times:
Quoting SCXmechanic (Reply 17): Regarding that MD-11 pic with one nose tire off the ground. While working DC-10's several years ago, I would sometimes use the turned tiller method to change nose tires when a jack wasn't avaliable. Worked pretty slick but you needed two people. One to hold the tiller and one to change the wheel.
Is the hyd system online when you do this?
If not doesn't the nose gear stay in position with the hyd system turned off?
: The same as on the 737NG. Max. steering angle 78° to each side.
: Yes, pedal steering is also a feature of the 747, as well as many other types. The Emirates 747 nosewheel is deflected because the rudder is, not fro
: Is it a delibrite attempt to turn the Nosewheel,or was the Rudder deflection a contributing factor.Seems odd as Rudder control will be approx 10% ste