F19 Landing Gear

[1976F19]

Hi All,
A newbie to this site. I’ve been looking for a while for a set of replacement landing gear for my F19, 1-1/2” straight axles. I know it’s a general problem finding these. Even though I live in Alaska, where you should be able to stumble across a set, I haven’t come up with any so far. Anyone know a source that makes or sells these? My stock set has been repaired several times. Greatly appreciated, thanks. Kathy

[Guest]

Univair?

[3Dreaming]

I don't know if this is helpful or not, but someone posted this not long ago.

https://vb.taylorcraft.org/forum/taylorcraft/everyday-taylorcraft-discussion/180222-landing-gear

[1976F19]

Hi drude - yeah, Univair has the 1-1/4” tapered axles, which are easier to find. It would be really nice if they had the 1-1/2”’.
3Dreaming - scanned it a little earlier when I did a search, but I think I’ll look at that site closer. It might have some good info. I was sort of looking for ready-made, but I’m not sure that’s going to happen, lol.

[PA1195]

Approved? UNIVAIR. Better? Call http://www.airframesalaska.com/Default.asp and ask. They don't but might know someone who does. Grove brakes sells 1.5" axle adapters.

Gary

[1976F19]

Gary, good idea about calling AK Airframes. I know a while back, they, or some third-party, supposedly had a T-Craft landing gear jig. I tried to run it down, but it sort of de-materialized. They might have located it, if it ever even existed, lol. Univair approved? Not an issue for me because I’m not buying, but I don’t think so.
Re axle adaptors: I don’t want to go that route, but... a possibility. Thanks on that. Some things to consider.

[PA1195]

I looked at a set of new T-Craft 4" extended gear today holding up the plane above them. Not mine however. Third party produced down your way with 1.5" axles. They are out there if you ask the right people. The question then becomes do they exist? Yes. Not sure of the pricing and how the installation proceeds without approved data. Obviously demand exists and launching a new product is expensive.

Axle adapters work. I have a set on my 1941 with approved Grove brakes. They simply go over the tapered axles and bolt to the landing gear brake flange. Great for skis and wheels.

Gary

[1976F19]

Gary,
Interesting about the extended gear. Was the plane being measured based in Fairbanks? Like to see it when it’s done, if it’s close to my area. Are you considering a pair? Might be a good option? I visit Fairbanks now and again, so it’s worth a look-see.

There’s the whole issue of certification, yeah...

My brother has a T-Craft so he’s keeping his eyes open, also. The used ones are getting scarce. I broke a landing gear landing ice on skis a while back, and had no spare. I had to have a T-Craft friend fly his spare out, while I got my original welded. But the handwriting is on the wall. Need a set for myself.

I’ll look Into the axle adaptors. Your input is appreciated.

I know landing gear are to be had, but I always just thought I’d sort of stumble across some, lol. I decided I need to be more proactive, one of the reasons I joined the T-Craft forum. The info you give is good, thanks.
Kathy

[PA1195]

Airframes may be able to direct you to a nearby manufacturer of experimental gear. I don't have further info or a name source and the plane owner I saw is gone trapping for some time. The advantage of longer gear is better prop clearance on skis and some minor increase in angle of attack during takeoff and landing. The additional length may create problems due to a longer arm for loads to work against (something like that).

You might consider having Atlee Dodge assess and add reinforcements to your existing gear. Internal corrosion is a potential problem and they should be inspected per the FAA SAIB discussed elsewhere here (https://vb.taylorcraft.org/forum/tay...le-not-a-drain).

The Taylorcraft gear is not the best for skis if side loads and ruts torque and twist the axle area. Atlee can help with that, but only if the tubing is sound. All gear tubes may become corroded as the tubing isn't sealed as far as I've seen. There's supposed to be a drain hole per a Taylorcraft service bulletins, but that addresses only one of the tubes (the diagonal to the bungees). The others may be open at the axle brake plate and up at the bungee cluster where three tubes join in a cluster.

Gary

[1976F19]

Extended would definitely be better on skis if it was beefy enough. I have Goodyear tires & when I go to skis, I lose clearance & angle-of-attack for sure. I have the beefed-up gear, but it broke above an old weld the prior owner made on the tubing. I used to fly skis more than tires and that’s always harder on gear. I can’t imagine going taller w/o a beef-up built into the extended gear (especially on skis).
I’ll give Airframes a call. Will look at FAA inspection link also.

[Nefj40]

Talk to Luke at airforms. Not cheap.

[PA1195]

The experimental 4" extended gear is well made. It's not appreciably wider just taller. Does away with that phony loose lower bolt on the diagonal strut that's used for wheel pants and has the cross tube bracing and a step built into the A-frame. It's an all-welded setup like Pacer gear. Grabbing and twisting the ski tip doesn't rack the gear like some of the conventional setups, and the skis point straight ahead under spring tension unlike the original. Mine doesn't either but was worked by Atlee.

Hate to discuss this but the time has come for a decent replacement.

Gary

[1976F19]

Nefj40 - thanks for the name & heads-up on cost (I’ll bet it’s not cheap!).
Gary - Looking forward to checking it out. Yeah, it would be nice to not have to deal with the upgrade tweaking. My brother’s landing gear is the beefiest I’ve seen on a T-Craft - a bear guide used to own it and needed gear that could get him in and out of ridge tops with heavy loads, so he braced the beejesus out of it. Looks ridiculous, but he never has problems with it. But it’s kind of a beast.

[PA1195]

Airforms or Airframes? The local said Airframes but may have meant the other business. Former employee of one or the other and didn't bother to follow it up.

Given reasonable operations within approved limits and conditions the factory landing gear is sufficient if maintained and inspected...few have ever removed them just for inspection I bet. Unless it's a bulletin or AD then why bother? The drain hole insn't a cure once corrosion starts.

If flown on floats airspeed becomes relative. If I were interested installing Cub gear would be compelling as it's proven and available. Getting an STC would not be financially viable except for a large company. Reproducing the factory gear might be if acceptable data like prints were available to support the certification process. A DER on staff would help and a dynamic load drop test is common practice. CAR 04 1938 Sec. 04.34 and 04.440 and others offer specifics on gear for pre and early post-War models. Some later post-War models like the F-19 would have to comply with CAR 3 requirements Sec. 3.243 and 3.351.

Did TC alter or improve the landing gear as gross weights and certification evolved? I'd like to know but nobody can see the forrest for the trees apparently. Sad comment I know.

Gary

[Nefj40]

Hey Gary, neither is technically wrong. Luke used to work at Airframes, but now works at Airforms.