Fwd: Nose Gear Mod.

[CALXA]

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Title: Re: Nose Gear Mod.

Jack

No AD that I am aware of, No problem with the original type... I wish mine
were original.
The key to preventing damage to the nose gear is to land on the mains, tail
low, then let the coupe pivot to the runway direction - that was the direction
- ground path you were traveling, I hope; then release back pressure to let
the nose gear down to the runway, dumping lift ( negative angle of attack),
then drive it to the ramp. In high winds, the book suggests landing with the
brakes slightly on ! _ this quickly forces the nose down to the negative angle
of attack. HA.

If you have the longer double fork, without the spacers, then the tail sits
low, maintaining an angle of attack that is sufficient to maintain lift during
the after landing roll - making it a squirly ride until you get below about 45
mph IAS. Even then if it's gusty, the airplane will try to fly as the gusts
pass by. With proper attitude - ie: tail high, the wings are now at an angle
of attack that do not produce lift.

As to pulling to the left on taxi, the nose gear push rod may be improperly
adjusted - so that when the rudders are straight, and the aelrions are
straight to the wings, the nose gear is not pointed straight ahead. If this is
the case, then the nose gear will be crooked in flight, acting like an
additional rudder, causing the coupe to fly in a crab all the time - with loss
of airspeed. It will also turn in flight quicker in the direction of the
already turned nosewheel. An easy way to check this is to pull the coupe
forward on the grround using your nosewheel attachment - after pulling the
coupe straight ahead for 5 - 10 feet ( make sure you are going in a straight
line) - then stop and observe the position of the aelrions and rudders. They
should be streamlined to the wings and stabilizers. With the aelrions
streamlined with the wings, the rudders should be streamlined with the
stabilizers. If not so, then adjustments to the linkages should be made by an
A&P. Weick accounted for engine touque, or "P" factor by mounting the engine
slightly to the right and low. With power on, the airplane then flew straight.
Other aircraft often have an offset vertical stabilizer to account for "P"
factor.

Fly safe - fly fun

Harry Francis
93530
BCB

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