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  #111  
Old 09-23-2010, 10:31 AM
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RVbySDI RVbySDI is offline
 
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Quote:
Originally Posted by eurof2 View Post
I think as well as weight and balance, also size/complexity/space limitations inside the cowl that deter this type of nose gear.
That may be but none of those are insurmountable obstacles that could not be overcome. If the W&B can be maintained within an acceptable range all of the other issues can be overcome.
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  #112  
Old 09-23-2010, 10:42 AM
eurof2 eurof2 is offline
 
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I completely agree they are not insurmountable, just some obstacles that make it less inviting is all.
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  #113  
Old 09-23-2010, 10:49 AM
eurof2 eurof2 is offline
 
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You are correct that a permanent set can be set if it has been damaged, but if it is a slight permanent set, it may not be noticeable and the difference in how it taxi's may not be noticeable also.

This slight damage may not be enough to cause a complete failure, but enough to make it easier for a complete failure later on with a less drastic 'hit'..

Just one train of thought here...
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  #114  
Old 09-23-2010, 11:58 AM
David-aviator David-aviator is offline
 
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Quote:
Originally Posted by bignose View Post
Weight and balance, I guess ...
It's just bigger version of what we have suited for the extra weight of the 6 cylinder engine it supports. For sure in time someone will figure a way to prang it on hard enough or find a deep hole and dig that nut in also.
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  #115  
Old 09-23-2010, 12:27 PM
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AlexPeterson AlexPeterson is offline
 
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Default Please stick to the thread topic...

Quote:
Originally Posted by az_gila View Post
Few (none?) of the failures seem to involve a physically broken nose gear leg, so cracking caused by previous bad landings is not likely. Most failures are extreme bending.

So, can a piece of spring steel be reduced in strength by previous large deflections if no permanant set has taken place?

A permanent set would be visible in how the plane sits and the ground, and a change in the pivot angle would probably affect taxying...

Can an ME help here?
For steels, previous stress cycles will "consume" fatigue life, but not change the strength or stiffness of the steel, up until such time that significant cracks develop. The tip over events on the current design of nose gear are not due to cracks in the steel. If no permanent set has been created, strength/stiffness is unaffected. Previous stress cycles are not contributing to the classic tip over events.

This thread was started several years ago to discuss a theory that the wheel bearing/axle design was the core problem with tip over accidents. I stand by that still.
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  #116  
Old 09-23-2010, 12:32 PM
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Default RV-10 nose gear

I
t is a larger and stronger version, and it provides suspension travel. This sounds a lot like what people have been talking about. It may be enough to dampen the forward momentum enough to keep the aircraft from "pole-vaulting? There are obvious systems and geometry questions, but it?s an idea.

I really like the idea of getting a university to study the existing nose gear.

Hey Paul, what type of ?donation? do you think it would take to get U of A to do this?
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  #117  
Old 09-23-2010, 12:35 PM
tejasflyer tejasflyer is offline
 
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Guys, I realize I may be out of line, but if the firewall can support the gear, there are lots of options out there, both strong and light. (maybe not AS light, but better than Cessna) I love the RV and looked very hard at the RV as a potential build, but eventually had to go with my mission/cost/build experience and built a 4 place Jabiru kit. The nose gear on my plastic airplane is very substantial, and while the geometry is a little different, I think the idea could be adapted easily. It allows for steering, although, as a tailwheel pilot, I miss the differential braking as steering, and would gladly substitute a castoring nosewheel. The gear itself is very simple, and would be relatively easy to make to appropriate dimensions. the Gross weight of the Jabiru is 1600 lbs. I'm not sure if the design and mounting would transfer to the RV firewall design, and I am far from an engineer, but I thought I'd throw it out there.



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  #118  
Old 09-23-2010, 01:16 PM
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Mike S Mike S is offline
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Quote:
Originally Posted by AlexPeterson View Post
This thread was started several years ago to discuss a theory that the wheel bearing/axle design was the core problem with tip over accidents. I stand by that still.
This thread and the newer one "group effort to design a new---" appear to have been merged, unfortunately.

I understand that the two threads were quite similar is subject matter, but the direction of the discussion was a lot different.

I suspect most of the replies will be directed toward the newer thread content/goal.
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  #119  
Old 09-23-2010, 06:45 PM
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N395V N395V is offline
 
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Quote:
Originally Posted by Mike S View Post
This thread and the newer one "group effort to design a new---" appear to have been merged, unfortunately.

I understand that the two threads were quite similar is subject matter, but the direction of the discussion was a lot different.

I suspect most of the replies will be directed toward the newer thread content/goal.
I have searched in the moderator control panel and cannot find an unmerge tool. As such I will re start a thread titled group effort for a new Nose gear design and the content/goal discussion can continue there and anyone who posted in the pre merge thread can cut and paste their contribution there.

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Last edited by N395V : 09-24-2010 at 02:50 PM.
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  #120  
Old 09-23-2010, 10:33 PM
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Well, OK...maybe this fits in with the current thread topic. I can't tell. Moderators, feel free to (re)move my post as necessary.

Rather than completely re-design the nosegear leg, what's wrong with the idea of adding a "skid" to cover the nut? I don't think the epoxy ones being discussed would be strong enough (maybe they are), so why not make an aluminum or steel "ramp" that is attached to the nosegear leg between the nut and fork, and that extends forward and ramps upwards to help prevent the nut from digging in?
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