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#21
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Thanks to everyone that has provided some very constructive comments. I
certainly will be talking with my mechanic about looking at the tailwheel in detail. As for complaicency, as some suggested, I would say not during this landing, but maybe a tiny bit on other landings. I was lined up as straight as I ever have been. It could have been a gust as some said, or a change in wind direction as I touched down. I definetly need to make sure the stick is in my gut. Thanks again, Tom |
#22
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john smith wrote in message .. . Part of my preflight routine on my Champ is to lift the tail and grab the tailsprings to assure the bolts are tight. A friend had a broken leaf spring once from landing at an unimproved strip (a harvested cornfield). Tailwheel maintenance is something that must not be overlooked between annuals. In addition to the security of the tailwheel spring bolts, you can also check the condition of the wheel bearings, hub and axle, and pivot, lock mechanism and bearings. Don't forget to add grease to the fitting every couple of months. Is there a document that describes how the tailwheel mechanism on a J-3 is designed, and how it works? I've done a web search on it and didn't find an explanation of the "detent". Are most/all J-3 tailwheels the same design? I took my first ride in a J-3, 2 weeks ago. I got a feel for the "detent" during taxi practice. It SEEMED that if you didn't push on the rudder too far, you stayed within the "detent" but if you pushed too far you popped it out. I could feel when that happened. Once it popped it seemed that no amount of pushing on the rudder had effect - so I was castoring? I got on the brake right away and got her straightened out, and wobbled the rudders and it got "back" into detent. But I'd like to know, mechanically what's happening. If there's a drawing I could look at, that might help. thanks |
#23
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On Sun, 28 Nov 2004 02:28:05 -0900, "PJ Hunt"
wrote: As you're landing, you're reducing power and speed which in turn reduces each one of the above effects causing you to use less right pedal, or perhaps even a little left pedal to keep it straight or from going to the right. That's very likely the case. In the most recent instance, the left rudder pedal had been re-rigged since the last time I'd flown the Cub, or at least since last winter, and the swage left a fuzz of wire bristles that kept catching on my winter sneakers, which are high-top Nikes with a Gore-tex lining and waffle-stomper soles. As a result, I simply couldn't use the left brake, and I went off the runway into the grass after a three-point landing. Coming home, I landed on two wheels, you bet! The first thing I did when I got home was to get out the Leatherman tool and bevel off the sole of both sneakers at the widest part of the ball of the foot. all the best -- Dan Ford email: (put Cubdriver in subject line) Warbird's Forum www.warbirdforum.com Piper Cub Forum www.pipercubforum.com the blog www.danford.net |
#24
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On Tue, 30 Nov 2004 02:57:43 GMT, gregg wrote:
Are most/all J-3 tailwheels the same design? I don't think I've ever flown a Cub (there have been four over the years) that had an original Piper tailwheel. As Dudley mentioned, many or most are Scotts. all the best -- Dan Ford email: (put Cubdriver in subject line) Warbird's Forum www.warbirdforum.com Piper Cub Forum www.pipercubforum.com the blog www.danford.net |
#25
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On Tue, 30 Nov 2004 02:57:43 GMT, gregg wrote:
I got on the brake right away and got her straightened out, and wobbled the rudders and it got "back" into detent. But I'd like to know, mechanically what's happening. If there's a drawing I could look at, that might help. So would I! Indeed, if anyone can point to a drawing, I'll post it on the Piper Cub Forum www.pipercubforum.com -- copyright permitting all the best -- Dan Ford email: (put Cubdriver in subject line) Warbird's Forum www.warbirdforum.com Piper Cub Forum www.pipercubforum.com the blog www.danford.net |
#26
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Cub Driver wrote: Indeed, if anyone can point to a drawing, I'll post it on the Piper Cub Forum www.pipercubforum.com -- copyright permitting For what it's worth, the Aircraft Spruce & Specialty catalogue has "exploded" drawings and associated parts lists of Scott, Maule, and Lang tailwheels. My Maule manuals have a large scale version of the drawing for the SFS-P8A mechanism. George Patterson If a man gets into a fight 3,000 miles away from home, he *had* to have been looking for it. |
#27
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What I would really like to know, and don't seem to find anywhere, is
how is a tailwheel like a Scott SUPPOSED to work. In other words, is the released condition only for performing tight ground manuvers or is it expected to release or castor in other situations? Does it release differently when there is weight on the tailwheel than when I have the tail raised during preflight inspection? Overall, I would say the functioning of entire tailwheel mechanism is a little bit of a mystery. |
#28
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The tailwheel should only castor when on the ground when sufficient
breakout force is exerted. In flight, the wheel detent should engage and the wheel should move with the rudder. The tailwheel springs center the tailwheel when the weight is off the wheel. Thomas Ploch wrote: What I would really like to know, and don't seem to find anywhere, is how is a tailwheel like a Scott SUPPOSED to work. In other words, is the released condition only for performing tight ground manuvers or is it expected to release or castor in other situations? Does it release differently when there is weight on the tailwheel than when I have the tail raised during preflight inspection? Overall, I would say the functioning of entire tailwheel mechanism is a little bit of a mystery. |
#29
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Thomas Ploch wrote: What I would really like to know, and don't seem to find anywhere, is how is a tailwheel like a Scott SUPPOSED to work. In other words, is the released condition only for performing tight ground manuvers or is it expected to release or castor in other situations? Does it release differently when there is weight on the tailwheel than when I have the tail raised during preflight inspection? Overall, I would say the functioning of entire tailwheel mechanism is a little bit of a mystery. The Maule tailwheel has two locking pins between the rudder yoke and the wheel yoke. The top of the wheel yoke has a cam that rests against these pins. If enough sideways turning pressure is applied (as is the case when you use differential brake to make a sharp turn), the cam pushes the pins up and the wheel yoke castors. Since the cam has to push the back of the aircraft up to move the pins, the less weight on the tailwheel, the easier it is to make the wheel castor. George Patterson If a man gets into a fight 3,000 miles away from home, he *had* to have been looking for it. |
#30
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