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#1
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Burning Question (737)
Why is it, in all the pictures I've ever seen of any version of the 737,
that Boeing STILL doesn't cover up the main wheels? Maybe the latest model (-800?) does...if so, I stand corrected. ZW |
#2
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If it ain't broke, why fix it?
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#3
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On 05 Oct 2003 03:41:06 GMT Csa751 wrote:
If it ain't broke, why fix it? It may be broke, but never admit it: http://www.pulitzer.org/year/1997/beat-reporting/works/737-4/ When jets crash: How Boeing fights to limit liability The potential costs to a manufacturer are enormous if its product is blamed for deaths and injuries: millions of dollars to victims and their families, many millions more if a product must be recalled and fixed, and the incalculable cost of a damaged reputation. _______________________________________ Say no more ... -- _/_/_/ -=jh=- |
#4
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All that because they don't want to put gear doors on where they're not needed?
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#5
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Then why bother putting gears doors on ANY aircraft?
What singles out the 737? ZW "CSA722" wrote in message ... All that because they don't want to put gear doors on where they're not needed? |
#6
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What difference does it make? It works. Many older recip aircraft didn't have
doors that completely covered the gear. The 737 is just the only jet. (that I know of). It allows more useable space above the gear wells and is lighter. The increase in drag doesn't appear to have affected it's performance enough to matter to the hundreds of operators and there's several less parts to cause trouble, cost money and decrease reliability. Sounds like a win win situation. |
#7
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"Zomby Woof" wrote
What singles out the 737? Although my experience is only in B-707 and B-727 aircraft, one of the problems that I encountered when doing short-haul operations in them, was that of brake over-heating. A problem that was addressed in the Aircraft Operating Manuals and was dealt with by leaving or putting the gear down longer than normal. Since the B-737 was intended solely for these types of operations involving frequent TO and LDGS, short turn-around times and long taxi routes, perhaps Boeing felt that leaving the wheels uncovered would assist in the brake cooling problem. Bob Moore ATP B-707 B-727 PanAm (retired) |
#8
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On 2003-10-05 20:15:11 -0700, Zomby Woof said:
?Then why bother putting gears doors on ANY aircraft? What singles out the 737? Nothing. The straight wing Citations don't have fully enclosed landing gear either. |
#9
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On Mon, 06 Oct 2003 12:54:09 GMT Robert Moore wrote:
Since the B-737 was intended solely for these types of operations involving frequent TO and LDGS, short turn-around times and long taxi routes, perhaps Boeing felt that leaving the wheels uncovered would assist in the brake cooling problem. I don't think so. There's plenty of time for brake cooling during turn around and the following flight and approach. Just put your hand into a 200 - 270 knots air flow and feel it. :-) Brake temperature is only critical just after landing. That's why the wheels hubs on a Concorde are equipped with fans that run during ground stops. Not exactly a short hop aircraft. -- _/_/_/ -=jh=- |
#10
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John Hilt wrote
Brake temperature is only critical just after landing. That's why the wheels hubs on a Concorde are equipped with fans that run during ground stops. Not exactly a short hop aircraft. From my B-707 Flight Manual: MAXIMUM LGW FOR SHORT TRANSITS Takeoff must not be scheduled less than 40 mimutes after any landing in which the gross weights and operating conditions critical for wheel fusible plug melting energy levels have been exceeded. See chart in section......... Bob Moore |
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