Mr. Fielding, another engaging, informative and well researched video. As a longtime subscriber, I find your videos to be some of the best on the topics they cover. Not only are they clear and concise, you deliver them in an interesting way. Keep up the great work!

the mains support most of the weight and the plane lands on the mains, nosewheel landings are bad, even in small planes. main idea is that with six tires on a '37 the two in front don't carry 33% of the weight, probably about 10% so the four mains carry 90% and they do all of the braking since there are no nosewheel brakes (I believe that the 727 had these on some models). You might also exhibit the cages used when tires are inflated (they sometimes explode) and I believe there are videos of this actually happening, truck tires also explode and they sometimes use a safety cage for inflation. The brakes have to demonstrate the ability to stop the plane from takeoff speed at full load within a given distance without using reverse thrust (situation, an aborted takeoff at the last instance (V1) due to engine failure), this would involve stopping 150,000 #s going 150 mph within less than half a mile. When this happens operationally, the plane will normally stop on the runway while the fire crew stands by making sure the tires don't catch fire and the plane will have to wait a substantial amount of time before trying to take off again and might require a technician to check the brakes and tires before doing so. Don't sweat your error in tire size, this was a very good article. Thank you.

Also, the fuesable plugs are in the wheels, not the tires as you say in the video, Minor nitpick I know. Great video regardless. On most if not all aircraft, there is very little weight on the nose wheels. This is a problem for many aircraft. In fact, certain aircraft with tail mounted engines have been known to tip backwards just from the weight of snow from a storm.

Love your videos man. Your a natural !!

@@henryostman5740 I work @ Miami International turning wrenches on pretty much all the big girls except the '77 and '87. we do tons of Airbus A319,20,21 I was on a team for a while travelling around the country doing A320 Gear swaps and of course we gotta remove the tires for that job. I always love the teamwork involved in UP-Jacking the craft. absolute focus is crucial, as I have witnessed a jack slip, oh boy, Nooooo BUENO

Yes, but you also have a lot more wheel assemblies to allow that operation off of unimproved surfaces. I have seen pilots scrub every one of those wheel assemblies to replace level in a single landing, thankful I was not the one changing them. My next door shop was the wheel bay, he had his own nice little armoured room, far from everything breakable, where he would do the first fill of any wheel assembly. Concrete walls and floor, and armoured door, but frangible roof so the blast would go up. Just like the armourers had a similar room where they would fuse munitions, for the same reason. Armourers had the best door gargoyles though, recovered practise bombs that were mostly intact, though the 1in steel case had split open and become more or less flat.

Hey joe, where are you from? I heard you sing your song "I bought the shoes". great song by the way, I hear your voice and I think FL.

Amen.

It's all that engineering that's MADE the ride mundane, if you get my meaning. A mundane airplane ride is exactly what you want!

As someone who has worked in the industry most of the problems where solved "trial by fire" style and on some parts or systems were physically paid for with human life! ie test pilots. Check out the full final catches the wire😥

☝F4U auto correct

Mundane? Speak for yourself :D I get excited like a little schoolgirl every time I fly - nose pressed to the window with goofy grin and making the passengers next to me uncomfortable with all my giddy chatter.

@@rodneyfox5566 Trial by fire is the last resort. Its just bound to happen with machines this complicated. At least the aerospace industry does a good job of learning from it rather than letting things stay broken.

Thank you!

Lots of carbon black in the rubber, and till recently carbon loaded grease in the bearings, so they will not have arcing with the discharge. They have changed the grease formulas as well, so as to add in molybenum and other anti wear additives as well, to reduce the wear from the carbon on the bearing surfaces. The straight carbon loaded black grease is suprisingly abrasive, due to the carbon in it, but you do need a conductive grease that both will not build up, but also allow the bearings to spin freely at high speed, even with massive shock loading and temperature swings. Hard act to do, so there are a lot of specialty greases used by each manufacturer, all slightly different, and not always interchangeable

Couldn't have said it better, the unassuming personal approach resonates well to old pro's as well as young students.

Destin from Smarter every Day. Mark Rober, from Sunnyvale. steve

the irony is that those tires can't handle the high speeds cars are capable off. About 170 mph they can start to rip apart. most commercial and military acft land around 120 to 140 mph so there isn't a need to increase the cost to cover much higher speeds than that.

It made me sleepy reading your comment ; ) because Jeremy connects with a smarter, more intense crowd like Destin in his collabs. But I'm sure you've seen the baseball cannon.

I think this would be a really good collab. Most of the reason they these tires can be engineered the way they do is the enormous engineering that goes into airfield pavements. I do airfield engineering work for a living, and even if you could get the same tire onto a semi ignoring the changes in how the tire is used, the road would just disintegrate below the truck. Military airfields are routinely 16” of the highest strength concrete available. I think a practical engineering collab on that side would be so cool.

I think this would be a really good collab. Most of the reason they these tires can be engineered the way they do is the enormous engineering that goes into airfield pavements. I do airfield engineering work for a living, and even if you could get the same tire onto a semi ignoring the changes in how the tire is used, the road would just disintegrate below the truck. Military airfields are routinely 16” of the highest strength concrete available. I think a practical engineering collab on that side would be so cool.

737 also have their tires still exposed while in the up position as they found it cheaper and lighter than to have doors

I agree but you can’t imagine the amount of abuse a new FO puts on Nose wheels when first introduce to the 73! 😁🛫

Agreed. There are other details like this I left out on purpose. For example tires that don't have brakes aren't "required" (according to the 1990's report I show in the video) to use nitrogen but I felt like I reached a point where too much detail made it less interesting and harder to follow.

@@JeremyFieldingSr thanks Jeremy you do a great job I’ll stay out of your editing room!!

@@scottjones462 I love nerdy details LOL

That is awesome! Thanks for letting me know.