Remember the dynamics for a PIO are: Nose wheel contact first. Resultant force rotates plane around the lateral axis (wingtip to wingtip), mains then hit the runway with enough force to bounce the aircraft into the air, pilot pushes yoke forward to lower the nose (typically over corrects), nose wheel contacts runway - and the cycle is repeated. I would think it would be easier to make nose wheel contact with the runway with a fully extended nose strut as in one with no cable. If you want, I will demonstrate a PIO for you but we'll have to use someone else's airplane. It's a little tough on airframes. In a message dated 8/20/2010 10:27:48 A.M. Eastern Daylight Time, [email protected] writes:
Here's a follow-up thought . . . In a Coupe, is the nose gear bounce back into the air (as a result of hitting the nose gear first) more likely to occur with: a. the nose gear fully extended and giving a full 1-foot of shock absorption (and, presumably, energy absorption)? b. the nose gear partially extended (maybe 4-5 inches shorter) and with reduced shock absorption abiliity? Ed
