(This is a cross post from another board - http://www.purpleboard.net/~purplebo/forums/showthread.php?t=2105)
When I say "good" I guess I mean overall landing and ground handling qualities.
What design characteristics aid that goal?
-greater rudder area vs trike counterpart (any rule of thumb area ratios)
-cg location (relative to main gear to tailwheel span - is there a ratio?)
-gear type (struts, spring steel)
-gear orientation (toe, caster, camber)
-sight over the nose on the ground (or is this just cheating?)
I got my sign off in a J3 and have 50+ in a C-185.
Do folks like Van's make any special mods in the switch from an RV-X to and RV-XA?
How about those Cessna Texas Taildragger conversions. Anything beyond the gear layout modified?
From the original post, here are some replies thus far:
-wide wheelbase for the mains, not short-coupled
-Width of the landing gear with the CG located near the main gear, a bit of toe out to the mains, a long fuselage, a narrow engine w/ high seating position and a locking tail wheel.
(this triggered a Q from me: It seems the AC I flew allowed you to kick the tailwheel out of a detent to spin around. I wonder how they determine the amount of resistance for that detent?)
Thanks.
When I say "good" I guess I mean overall landing and ground handling qualities.
What design characteristics aid that goal?
-greater rudder area vs trike counterpart (any rule of thumb area ratios)
-cg location (relative to main gear to tailwheel span - is there a ratio?)
-gear type (struts, spring steel)
-gear orientation (toe, caster, camber)
-sight over the nose on the ground (or is this just cheating?)
I got my sign off in a J3 and have 50+ in a C-185.
Do folks like Van's make any special mods in the switch from an RV-X to and RV-XA?
How about those Cessna Texas Taildragger conversions. Anything beyond the gear layout modified?
From the original post, here are some replies thus far:
-wide wheelbase for the mains, not short-coupled
-Width of the landing gear with the CG located near the main gear, a bit of toe out to the mains, a long fuselage, a narrow engine w/ high seating position and a locking tail wheel.
(this triggered a Q from me: It seems the AC I flew allowed you to kick the tailwheel out of a detent to spin around. I wonder how they determine the amount of resistance for that detent?)
Thanks.