31.07.2009, 23:57
Though I cannot speak for all aircraft the Japanese like most others probably designed their gear to utilize hydraulics for both up and down yet down in a hydraulic fail condition.
Meaning, normally as the gear raises it locks in place mechanically. However, those mechanics are normally hydraulically to "release". To normally lower the gear the hydraulics release the uplock, then rotate the gear to an overtravel condition of the toggle locking them down. The reason the gear lowers at different rates (one starting the other later) simply due to pressures the one least resistant giving way first, the second once the pressure rebuilds.
However, if the hydraulics are shot away, the pilot has a mechanical release lever. Upon pulling it the gear falls freely though may require some wing waggling to lower it fully and move it past the toggle overtravel condition to lock them...(unlike in the sim where you must manually crank them down)........What you see in films where the gear falls is simply where the uplock has been shot away the gear falling due to gravity and a partial fall meaning the hydraulics are trying to keep it up meaning they are still intact (they have enough strength to lift them yet not to hold them up).
In the sim we have 2 conditions. 1. the gear and hydraulics are fine. 2. the hydraulics are shot away not allowing an automated lowering. WHat is incorrect is normally we should try the gear, it not work, so then pull the manual release and have to waggle the wings to get them to lock........What we don't have is a uplock damage model where the gear falls part way, and a combination of uplock and hydraulics where it falls fully......Those both DM issues and with each aircraft possibly different a daunting task to get correct.
K2
Meaning, normally as the gear raises it locks in place mechanically. However, those mechanics are normally hydraulically to "release". To normally lower the gear the hydraulics release the uplock, then rotate the gear to an overtravel condition of the toggle locking them down. The reason the gear lowers at different rates (one starting the other later) simply due to pressures the one least resistant giving way first, the second once the pressure rebuilds.
However, if the hydraulics are shot away, the pilot has a mechanical release lever. Upon pulling it the gear falls freely though may require some wing waggling to lower it fully and move it past the toggle overtravel condition to lock them...(unlike in the sim where you must manually crank them down)........What you see in films where the gear falls is simply where the uplock has been shot away the gear falling due to gravity and a partial fall meaning the hydraulics are trying to keep it up meaning they are still intact (they have enough strength to lift them yet not to hold them up).
In the sim we have 2 conditions. 1. the gear and hydraulics are fine. 2. the hydraulics are shot away not allowing an automated lowering. WHat is incorrect is normally we should try the gear, it not work, so then pull the manual release and have to waggle the wings to get them to lock........What we don't have is a uplock damage model where the gear falls part way, and a combination of uplock and hydraulics where it falls fully......Those both DM issues and with each aircraft possibly different a daunting task to get correct.
K2