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  #1  
Old 04-09-2020, 12:36 AM
rv8ch's Avatar
rv8ch rv8ch is offline
 
Join Date: Feb 2005
Location: LSGY
Posts: 4,333
Default Maintain those tailwheels

quick reminder - keep the tailwheel in good shape.

https://www.ntsb.gov/_layouts/ntsb.a...20200304X54241

Quote:
NTSB Identification: CEN20CA114

14 CFR Part 91: General Aviation
Accident occurred Wednesday, March 4, 2020
Aircraft: Vans RV8
Injuries: 2 Uninjured.

NTSB investigators used data provided by various entities, including, but not limited to, the Federal Aviation Administration and/or the operator and did not travel in support of this investigation to prepare this aircraft accident report.

The pilot of the tailwheel-equipped airplane reported that he made a normal landing approach to the runway with a direct crosswind of 15 knots and gusts reaching 23 knots. The pilot reported that he was initially able to maintain directional control with normal flight control inputs after the airplane touched down on the main landing gear; however, when the tailwheel touched down the tail began to weathervane and the airplane veered to the right. The pilot was unable to regain directional control with an application of full left rudder and left brake before the airplane departed the right side of the runway and struck a precision approach path indicator lights (PAPI) system. The left wing, left horizontal stabilizer, and left elevator were substantially damaged during the collision with the PAPI system. A postaccident examination and functional test of the steerable tailwheel revealed that the spring-actuated key slide would stick in the retracted position within the tailwheel fork, which allowed the tailwheel to caster instead being steerable within the normal limits intended for takeoff and landing. Additional examination revealed that the slot in the tailwheel fork that held the spring-actuated key slide was slightly deformed, and that the key had several raised edges that caused the key to bind when fully retracted in the slot. It is likely that the tailwheel was able to caster during landing, which resulted in the pilot's inability to maintain directional control after the tailwheel had touched down during landing roll.
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  #2  
Old 04-09-2020, 01:54 AM
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Pilot135pd Pilot135pd is offline
 
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Location: Vaca Moo Airport - TA37 in East TEXAS
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The maintenance instructions I got when I replaced mine with the Condor says to remove and grease that pin every 6 months.
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  #3  
Old 04-09-2020, 05:48 AM
Tom Martin Tom Martin is offline
 
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I would suggest cleaning, inspecting, and lubricating every 25 hours, or six months, whichever comes first. This is a high wear item that needs attention to keep it working right. It is also a good idea to have a spare pin, and ?arm? in inventory as they do wear out.
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  #4  
Old 04-09-2020, 06:36 AM
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Foghorn Foghorn is offline
 
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Is a 15 kts gusting to 23 kts direct crosswind normal for an RV8? Could all of the tail wheel damage have been done on that landing?

Based on my C195 experience those winds are unacceptable for a tailwheel but I haven?t flown my RV8 yet either.
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  #5  
Old 04-09-2020, 06:58 AM
CCG CCG is offline
 
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Quote:
Originally Posted by Foghorn View Post
Is a 15 kts gusting to 23 kts direct crosswind normal for an RV8? Could all of the tail wheel damage have been done on that landing?

Based on my C195 experience those winds are unacceptable for a tailwheel but I haven?t flown my RV8 yet either.
I would have been comfortable with that wind level in my RV4 & have landed in similar conditions many times with no trouble.
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  #6  
Old 04-09-2020, 07:33 AM
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DanH DanH is offline
 
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Direct 15 G25? I think the goal is knowing how to do it, and how to avoid proving it.

Tailwheel maintenance:

https://www.danhorton.net/Articles/1...lTuneUp.pd.pdf
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  #7  
Old 04-09-2020, 08:30 AM
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rocketbob rocketbob is offline
 
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I've had enough failures in various tailwheel airplanes to never assume the TW is functioning correctly. In gusty conditions this means one must get slowed down aggressively.
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  #8  
Old 04-09-2020, 08:32 AM
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Alan Carroll Alan Carroll is offline
 
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After having this problem occur while on a trip I carry a spare pin in my traveling kit, along with a small file.

Regarding crosswind capability, this topic has come up in several previous threads that tend to escalate into increasingly dubious claims. My favorite is post #21in this thread:

http://www.vansairforce.com/communit...ght=g54&page=3
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  #9  
Old 04-09-2020, 08:49 AM
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Sam Buchanan Sam Buchanan is offline
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Location: North Alabama
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Quote:
Originally Posted by Alan Carroll View Post
After having this problem occur while on a trip I carry a spare pin in my traveling kit, along with a small file.

Regarding crosswind capability, this topic has come up in several previous threads that tend to escalate into increasingly dubious claims. My favorite is post #21in this thread:

http://www.vansairforce.com/communit...ght=g54&page=3
Yep....that is a good one.

I landed my RV-6 with 19ktsG26 burbling over buildings and hangars within 10* of straight across the runway and decided I didn't want to do that again. Nothing bent but it was kinda noisy.....

The tailwheel pin needs to be inspected every Condition Inspection and burrs filled off the edges of the pin. If the pin is kept in good condition and lubed it should be very reliable.
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  #10  
Old 04-09-2020, 09:08 AM
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N941WR N941WR is offline
 
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Location: SC
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Quote:
Originally Posted by Foghorn View Post
Is a 15 kts gusting to 23 kts direct crosswind normal for an RV8? Could all of the tail wheel damage have been done on that landing?

Based on my C195 experience those winds are unacceptable for a tailwheel but I haven?t flown my RV8 yet either.
Quote:
Originally Posted by DanH View Post
Direct 15 G25? I think the goal is knowing how to do it, and how to avoid proving it.

Tailwheel maintenance:

https://www.danhorton.net/Articles/1...lTuneUp.pd.pdf
Dan is spot on!

I have landed mine in a 32 knot direct crosswind, one time!
The controller watching me said he had his hand on the crash button the entire time.

While I can do it and practice whenever there is a crosswind, there is a huge pucker factor but an RV can handle some amazing crosswinds.
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