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08-11-2013, 06:55 AM
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Join Date: Apr 2005
Location: KSLC
Posts: 4,021
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Quote:
Originally Posted by Ron Lee
Mr Adamson, you have probably discussed your event. I forget many things.
It appears that you were on asphalt/concrete.
It would be useful to know how many tip overs occur on paved versus non-paved surfaces.
Personally, I avoid non-paved surfaces which may reduce the chance of this type event signicantly.
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Asphalt. It didn't even start to flip. Last of three (short) bounces was tail high, low airspeed. I should have just powered out of the first two foot high bounce. Thought it was benign. The event didn't even scare my wife. It was just a crummy feeling to know what the prop was going to look like, when I shut the engine down. It was still idling. The last bounce was actually the highest, but I figured that a power up then, would possibly result into a cartwheel off the runway. Airspeed was much too low for control.
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09-24-2013, 08:42 PM
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Join Date: Dec 2007
Location: Beverly NJ
Posts: 17
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antisplat anti rollover
when dealing with the real world things can happen that are totally unexpected with any device. It seems to me that Vans has not addressed the nose gear problem completely. I have the new fork and I hit the edge of a runway grass to black top. I destroyed my wheel pants and if I put a straight edge on my gear leg it has a slight bend now. I was hardly moving when it happened. I never touch my nose wheel to the ground when landing. I now have to either get the gear leg straightened or replaced. The curvature is only visible by putting a straight edge on it but its there. Those that are putting the anti rollover device down I think just need attention. I for one am going to try it and guess what I will inspect it from time to time to see if there are any unforeseen problems. 
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09-24-2013, 09:17 PM
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Join Date: Dec 2007
Location: Beverly NJ
Posts: 17
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Finally somone with some inteligence
I could have applauded . 
Quote:
Originally Posted by zav6a
We trust the discipline of engineering with our lives every day. It generally works. In some cases, the value of a mechanism in terms of added safety factor is obvious to the layman, for example adding redundancy to an electrical circuit. In other cases, for example the ASA device, it is not so obvious to the layman but to the engineer who understands strength of materials, finite element analysis, etc., that added factor of safety is no less certain.
My point is that even without statistics, we have data. Engineering data. Humans, particularly the ones smart enough to build airplanes, understand that and they put their money where their understanding of engineering tells them there is a reasonable rate of return. The thousand builder/pilots, many engineers themselves, that bought this product are highly unlikely to be wrong.
And I will add that the statistics that many folks would suppose to be conclusive on this issue won't be. There is a pervasive human characteristic that simply can't be accounted for. If the device works, folks will slowly build up tolerance for poorer and poorer landing techniques until bad things happen, even with the reengineered leg. Unless we have data for all of the variables that go into landing technique ( rate of descent, back pressure, etc), as well as damage rates, the stats will be misleading.
I do not have to wait for statistics to assess this product. They will be interesting, but I trust the engineer before the statistician.
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12-07-2013, 04:48 PM
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Join Date: Dec 2013
Location: southwesern Ontario Canada
Posts: 2
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antisplat nose job
I have 650 hrs on my 8a and occasionally got shimmy in my nosegear despite air tire pressure, axle bolt torque and breakout force at spec. The shimmy was of the up and down as well as forward and rearward variety. (not flag snapping variety) I tried never to land without the stick fully back and to lighten the nose as soon as I applied power as any speed more than absolute minimum caused at least a mild shimmy. The nosegear had been re-enforced with a hickory wood stiffener epoxied and carbon fibre wrapped onto the metal nosegear shaft. All Van's nosegear advisories had been complied with.
Recently I did a turbulent IFR approach into Wawa on the shore of Lake Superior that resulted in a tailwind/crosswind landing. The added ground speed at nose lowering caused an alarming shimmy. I decided that what I had done so far to deal with this shimmy problem was not working and that something more needed to be done or else C-FPAB and I would be in peril.
I sent my nose wheel to James at Antisplat and got it back yesterday. Today I mounted it and flew circuits in a 10 knot crosswind. I held my nosegear down longer than I ever normally would and I lowered it sooner than I ever normally would. NO SHIMY - problem solved - nuff said. Paul
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02-11-2014, 12:45 AM
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Join Date: Jul 2007
Location: Guntersville AL ; Humble TX
Posts: 107
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Engineering data
Every once in a while I just have to chime in, even when I know it wont be productive. I've been working on my 7A kit for years now and probably years away from finishing but the nose gear issue is never far from my thoughts. I have a very nice grass runway that many RV friends have operated easily from for years but I may still swap to a tail wheel before I fly. Its a pure matter of the work involved to get that far and how bad I would feel to see it folded up with a prop strike or worse. The Van's stock gear is obviously pretty rugged as there are a lot more successful operations than failures in all the "A" models - on all kinds of strips and with less than perfect pilot techniques. However there have been failures, even on reported smooth surfaces and with good pilot technique. So there is a risk factor.
The simple truth is that the design does not meet the standards called out in Part 23 or its predecessor. Of course experimental aircraft do not have to meet the standards but folks should not lightly discount the experience and reasoning that went into those standards either. That small front tire reduces drag but it just cant deliver the compression that a larger tire would either which of course all translates back into the structure. High tire pressures, installation of anti splat, or many of the other mods people have tried, along with perfect pilot techniques may improve things but there is still a risk. The decision to install or not install will be emotional, rationalized, but still based on emotion not engineering data. Kind of like wearing a parachute...
__________________
Doug
Flying RV6A
RV7A ?Sold
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03-29-2014, 06:03 PM
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Join Date: Jul 2005
Location: Carefree Arizona
Posts: 61
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The Nose Job Two
Completed installing the Nose Job Two on my 7A.
Fit nicely inside my stock fairing as advertised. Hope to never test it's capabilities but bought some piece of mind.
Don Bodnar
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03-30-2014, 08:33 AM
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Join Date: Jun 2012
Location: Frederick, MD
Posts: 821
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I installed the nose job 2 on my -6A. It fit under the existing leg fairing and installed as advertised. Parts seemed good quality. I installed this more as possible insurance since I often fly in and out of a grass runway. Hopefully I won't be one of the stats that supports how well this does or does not work. It will clearly change the dynamic of the gear leg mechanics if the gear leg attempts to fold back.
At a later date, I installed the nose and main wheel bearing mods, and had the wheels/tires balanced and trued. The balancing/truing did eliminate a vibration problem that I was fighting. I did the bearings just for the convenience of not having to grease the bearings every year.
ASA does a great job on the bearing mods. One note is that the bearing inner race outside (axial) dimensions don't exactly match the original bearing and spacer dimensions. I had to make 2 shims .040" thick to get the nut/cotterpin holes to line up.
__________________
Dan Morris
Frederick, MD
PA28-140
Hph 304CZ
RV6 built and sold
N199EC RV6A flying
Learn the facts. "Democracy dies in darkness"
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03-30-2014, 12:31 PM
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Join Date: Jun 2011
Location: DFW Area, TX
Posts: 229
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I just finished installing my nose job on my 7A. Not flying yet, but the installation couldn't be easier.
I also installed the Lip Skid because it looked like it made a lot of sense to have it.
However, that did not work as well for me. The skid stuck out too far forward and I could not get my nose wheel pant to fit.
I emailed Allan with some pictures and he said to send it back.
I did that and he fixed the problem and returned it back to me in a week.
Allan told me if he could not get it to fit, he would return my money. Even after I had already drilled it to my gear.
Needless to say, it fit perfectly.
All at no cost or shipping charge.
Great customer service!
__________________
Bob B
RV-7A Sold
RV-4 Sold
DFW TX
Dues Paid
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05-07-2017, 09:16 PM
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Join Date: Jan 2016
Location: longmont, co
Posts: 136
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Tip over update?
Looks to have been three years since a post to this thread. Have there been any antisplataero nose job two equipped airplanes known to have flipped over in those three years?
I have to agree that Allen is unbelievable to deal with. He just does it right.
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05-07-2017, 11:47 PM
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Join Date: Aug 2006
Location: Wet, Western Washington
Posts: 157
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AntiSplat products
Although I fly a taildragger -7, I have a number of Allen's products and have been very happy with quality and service. VS and HS reinforcement two cowl flaps and a couple other items have worked well for me. Go AntiSplat !
__________________
Greg RV-7 flyer
Donated Again
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