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Old 06-18-2019, 11:55 PM   #1 (permalink)
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Does the 737 use aerodynamic hubcaps?

Indeed it does, and some other tricks we use too, Interesting watch.
https://youtu.be/UKbuWk2UWmY

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Old 06-19-2019, 03:51 AM   #2 (permalink)
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Who knew it would be so complex?

https://aviation.stackexchange.com/q...d-from-weather

Quote:
One curiosity of this aircraft (afaik, it is the only commercial airliner) is that the main landing gear has no cover:
It is interesting that they didn't even try a partial cover.

http://vintageaviationecho.com/bf109e/


EDIT:
From the same author, claims chevrons are about more controlled vortexes and doesn't even mention sound/frequency node dispersion. More specifically "turbulence amplitude" I suppose it's close enough though.

Keeping MAX quiet - Chevrons


I watched a few other of his videos, good but not going to be 100 percent complete given the limited lengths.


https://www.google.com/url?sa=t&rct=...20MAR68JAfd82u
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The chevron jet intensifies both the R2222 and R3333 cross– correlations within 2 jet diameters of the jet exit. The amplitude, length and time scales of the cross–correlations of a LES velocity field are investigated as functions of position and are found to be proportional to the turbulence amplitude, length and time scales that are determined from a Reynolds Averaged Navier–Stokes (RANS) calculation.
Back to wheels:
The 737 air-frame goes back to 1968, I really doubt that a clean sheet design would ever go back to a similar solution.
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Old 06-19-2019, 10:49 AM   #3 (permalink)
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Hm. You'd think they'd have the tires fully covered to protect them a bit from conditions at altitude. That's a lot of vicious temperature cycling to put tires through.
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Old 06-19-2019, 11:14 AM   #4 (permalink)
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Hm. You'd think they'd have the tires fully covered to protect them a bit from conditions at altitude. That's a lot of vicious temperature cycling to put tires through.
They went into that a bit in the video, with the heat of the tires after a take off and heat of hydraulic and fluid helping keep things cozy in a covered wheel bay.

I know on my car tires for every 10 degree temperature drop there is a 1-pound air pressure drop rule of thumb.

I wonder how most aircraft get around this, as their tires must go flat in flight up there in the cold.

Conveyor belt shingles in lieu of an inflatable bladder to make an air-seal, kind of a solution one would read about in Ecomodder project and not in a Boeing product that's had 40 years to evolve. Simple works - I like it.
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Old 06-19-2019, 11:20 AM   #5 (permalink)
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Typically wheel wells are at whatever condition is occurring outside since to do otherwise is hugely expensive and complex. Those are 20 ply very high pressure tires so they don't move all that much.

Many tales of frozen bay stowaways being recovered at destinations. So they aren't that warm.

The retract system is very complex and prone to all sorts of failures so leaving the bay doors off helps lower maintenance on high cycle planes like the 737.

Gear drag is probably higher than a pickup truck equivalent.
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Old 06-19-2019, 12:11 PM   #6 (permalink)
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https://i.pinimg.com/736x/2c/a3/35/2...e3dce7b5ef.jpg

The Douglas TBD-1 didn't retract completely, in case they wouldn't extend again.

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