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  #11  
Old 06-25-2007, 09:41 AM
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GrayHawk GrayHawk is offline
 
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[quote=Leland]
Quote:
Originally Posted by GrayHawk
8. Land as slow as I can
QUOTE]

Last Thanksgiving I landed too slow at an airport I was unfamiliar with. My -9A stalled a foot or so above the runway, hit hard on the mains, and then immediately banged the nosewheel so that it "twanged". My best landings are done coming over the fence at 60 knots and rounding out until the mains kiss the runway, holding the nose off until elevator authority is nearly gone, and then lowering it. Full stall landings are not the way to go here.
Leland
Agreed! I took no stalling as a given, but will modify the list. I usually am at 80 mph over the fence, 70 mph over the numbers, which is about the same as your 60 knots. (5040' elevation airport) Also good point on gently lowering nose before elevator authority is gone.
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Last edited by GrayHawk : 06-25-2007 at 09:53 AM.
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  #12  
Old 06-25-2007, 09:49 AM
Yukon Yukon is offline
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Default Previous damage and fatigue

Here's another angle, illustrated by the fellow who stalled his airplane a foot off the ground.........Have the accident airplanes sustained unrecognized
damage in landing incidents previous to the nose gear collapse that has weakened them? Does nosewheel shimmy fatigue the nosewheel strut?
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  #13  
Old 06-25-2007, 01:00 PM
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videobobk videobobk is offline
 
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Location: Near Scipio, in Southern Indiana
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Default Same config

My nosewheel setup is the same as Alex's, solid bar through. It is a bit more difficult to set bearing play as it requires washer shims. The thicker the shim, the looser the bearings. It seems like a good system, however. Mine were originally on a 6A built in about '94 and i got it with a FWF package when the plane was destroyed by hurricane Charlie. Anyone know why this design ws dropped?

After over 100 landings, trying many different approaches, I believe the soft field approach is the way to go also. Full stall works well IF it is done perfectly. My flying isn't perfect, although I won't tell my wife that. The nose is easy to keep off the ground, even with some initial braking. On touchdown, I hit the flap switch (up) as I seem to be able to hold the nose off longer that way. With a FP, I am usually at idle on short final. A touch of power doesn't hurt, but that of course depends on the field/conditions. Haven't tried grass yet and think I'll wait until I have the new fork.

Bob Kelly
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  #14  
Old 06-25-2007, 02:16 PM
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Why not go with a setup like certified airplanes have? Have a solid tube that the bearings fit over, then make a nosewheel fork that the tube fits through, and just torque the whole thing down with spacers... hmm, doens't sound as clear without a picture...
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  #15  
Old 06-25-2007, 02:48 PM
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kentb kentb is offline
 
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Default I reread that thread.

Quote:
Originally Posted by n5lp
The Roberta Hegy staking mod. Here is one of the threads http://www.vansairforce.com/communit...hlight=staking
I didn't see what the new torque setting would be for the axle after making the modification.

Roberta, anyone?

Kent
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  #16  
Old 06-13-2008, 07:37 PM
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AlexPeterson AlexPeterson is offline
 
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Default Powerful evidence:

Pete Howell sent me this link:

http://kitplanesmag.blogspot.com/200...gh-flight.html

This is powerful, even conclusive, evidence in support of the theory I put forward at the beginning of this thread. Specifically, that some sort of deflection in the fork/axle assembly is causing bearing drag to increase with a positive feedback cycle. It appears that the -10 can tolerate a locked nose wheel, thankfully for this -10.

Note that the nose wheel was heard to lock during takeoff also.

Smooth runway, can't blame that.

It is not clear to me if the -10 has gone through more than one nose wheel axle/bearing support design or not.

It would be very helpful if someone could post pictures of the components of a -10's axle setup.

I will try to find more details on this specific -10's axle arrangement.

My judgment is that this is a primary cause of many of the flip over accidents.
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  #17  
Old 06-14-2008, 09:27 AM
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rv6ejguy rv6ejguy is offline
 
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Default

Any design where the outer spacers exert force on the bearings through the rubber seals is imprecise at best for establishing consistent preload.

The original RV10 parts used thin wall stainless tubing instead of aluminum outer spacers. This was a really bad design as there was a tiny contact area against the curved portion of the inner race. The tubing wore down a bit and started spinning against the fork, cutting into it. This ruined the fork and led to very loose assemblies with no preload. The good part was that the spacers did not press against the rubber seals.

Van's then went back to thick walled aluminum outer spacers which pressed against the rubber seals again. Arrgggh. Wheel bearing design is not one of their strong points.

There is plenty of discussion here: http://www.vansairforce.com/communit...10+front+wheel
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  #18  
Old 06-14-2008, 10:01 AM
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az_gila az_gila is offline
 
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Question Does this look right?

This is the picture from the Kitplanes blog the Alex linked to above...



Something seems funny with the gear leg at the lower bend.... or am I just seeing things?....

Is it a welded repair?....

gil A
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  #19  
Old 06-14-2008, 11:34 AM
gasman gasman is offline
 
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Default HERE IS A PICTURE.....

Quote:
Originally Posted by osxuser View Post
Why not go with a setup like certified airplanes have? Have a solid tube that the bearings fit over, then make a nosewheel fork that the tube fits through, and just torque the whole thing down with spacers... hmm, doens't sound as clear without a picture...
This is a picture from the service manual of my 76 piper.....

The felt dust seal rides on the outside of the spacer.
To install this, you place #25 spacers into the bearing dust seals and slide the wheel and spacers in between the fork. Then slide in the AXLE #26. It passes through the fork hole. Then install #28 the plugs and the rod #27. As you can see, there is NO LOAD ON THE BOLT (ROD) #27. And these nose wheels take a beating as Pipers only trainer...

Last edited by gasman : 06-14-2008 at 01:52 PM.
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  #20  
Old 06-14-2008, 07:19 PM
allbee allbee is offline
 
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Quote:
Originally Posted by Leland View Post
Last Thanksgiving I landed too slow at an airport I was unfamiliar with. My -9A stalled a foot or so above the runway, hit hard on the mains, and then immediately banged the nosewheel so that it "twanged". My best landings are done coming over the fence at 60 knots and rounding out until the mains kiss the runway, holding the nose off until elevator authority is nearly gone, and then lowering it. Full stall landings are not the way to go here.
Leland
Yup you are so right. I see all the time, RV's landing flat with a nose wheel, that is a definate no no. Heck I remember back when I was learning to fly, I thought I did a good landing, than the instructor said, " that was awful". I said what? he said you landed on the nose wheel. Oh, I said, your not suppose to do that, he said no way, try again. I made him happy by doing touch and goes without touching the nose wheel on the runway. It was actually fun and I felt it was a test of my ability to land correctly.
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