May be there is no absolute right answer for the degree of wing flex on B747, but just want to know, in case for the "flaps down version", which configuration people like more.
Wing flex when the aircraft is on the ground.
It depends on the fuel quantity in the wings.
Before taking off, while taxiing on the taxiway, the flaps are in take off configuration and with max fuel in the wings, the wing flex can be at its maximum.
Just after the landing, the flaps will be in landing configuration but the wing flex will be less important, because most of the fuel will have been burnt during the flight.
We never have a lot of fuel after a landing.
Additional note :
Before vacating the runway, the aircraft configuration is flaps, slats and spoilers deployed, thrust reversers stowed.
After vacating the runway, taxiing to the terminal, flaps, slats and spoilers are retracted.
Wing flex in flight configuration.
This time the wing flex depends on the gross weight.
Simply because the lift which flexes the wings is equal to the weight.
Heavy weight means significant flex.
A significant flex being the result of a heavy weight, the flaps should be in take off configuration.
You can't have the flaps in landing configuration with a very pronounced flex, that would mean that you are landing your aircraft with a weight above the maximum landing weight.
The B 747-400 ERF operated by AF had a MTOW of 412,7 t and the MLW was at 295,7 t.
That's quite a difference.
Your question : for the flaps down version which configuration people like more ?
In air ?
On ground ?
My answer would be ground configuration but the wing flex should be "reasonable" …
… and don't forget that you have two ground configurations.
Take off, with flaps in take off configuration, the flex can be very significant just like your second picture.
Landing, with flaps, slats fully deployed (forget the spoilers), landing configuration, the wing flex will be very modest.
Jean Pierre.
Last edited by AIR FRANCE 340; 05-13-2017 at 12:14 PM.
Wing flex when the aircraft is on the ground.
It depends on the fuel quantity in the wings.
Before taking off, while taxiing on the taxiway, the flaps are in take off configuration and with max fuel in the wings, the wing flex can be at its maximum.
Just after the landing, the flaps will be in landing configuration but the wing flex will be less important, because most of the fuel will have been burnt during the flight.
We never have a lot of fuel after a landing.
Additional note :
Before vacating the runway, the aircraft configuration is flaps, slats and spoilers deployed, thrust reversers stowed.
After vacating the runway, taxiing to the terminal, flaps, slats and spoilers are retracted.
Wing flex in flight configuration.
This time the wing flex depends on the gross weight.
Simply because the lift which flexes the wings is equal to the weight.
Heavy weight means significant flex.
A significant flex being the result of a heavy weight, the flaps should be in take off configuration.
You can't have the flaps in landing configuration with a very pronounced flex, that would mean that you are landing your aircraft with a weight above the maximum landing weight.
The B 747-400 ERF operated by AF had a MTOW of 412,7 t and the MLW was at 295,7 t.
That's quite a difference.
Your question : for the flaps down version which configuration people like more ?
In air ?
On ground ?
My answer would be ground configuration but the wing flex should be "reasonable"
and don't forget that you have two ground configurations.
Take off, with flaps in take off configuration, the flex can be very significant just like your second picture.
Landing, with flaps, slats fully deployed (forget the spoilers), landing configuration, the wing flex will be very modest.
Jean Pierre.
Hi JP:
That's why I mentioned no absolute answer for the wing flex, and you can select only one config which more people want, but at the same time, some people can be disappointed.
TONKA mentioned initially: “in case for the flaps down version". So, if previous releases (B77W) are a go via, the configuration would feature full (extended) flaps and slats, a configuration which is used for approach and landing when the aircraft is still in the air.
Whereas the ground option would represent the aircraft in the after landing / roll-out configuration where often the flaps are retracted rather promptly once the aircraft has exited the runway. Unless an option will be given for adjusting the flaps to represent different flight stages (e.g. take-off, landing etc…) which I would imagine would be a nightmare from a manufacturing point of view.
I voted 'Air' especially when a display stand is also included with many 1/200 releases.
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I understand your concerns that it would be a bit odd to have an aircraft model in ground configuration (maximum wing flex) while on the stand. Though maybe I would get one if there is one and I would not put it on the stand.
Might I also add a request: Spring loaded landing gears like the Herpa Premiums.
Scratch this... I voted for ground. Oops!
I un-scratch this. Put them in so we have options to display on stand or take the model around the local pattern while the wife is out of the house.
Spring-load them!
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Vote for the 747 wings
