Narrow Runway Ops

[1938BF50]

Re: Narrow Runway Ops

That is exactly what happened. The upper triangle stayed in place against the bumper, so it did a 180deg "wrap" as well. I have another good gear and hope to get to it this weekend.

[PA1195]

Re: Narrow Runway Ops

That is exactly what happened. The upper triangle stayed in place against the bumper, so it did a 180deg "wrap" as well. I have another good gear and hope to get to it this weekend.

This may help. Brace tube:

http://www.taylorcraft.org/docs/gear%20reinforcement%201.pdf

http://www.taylorcraft.org/docs/gear%20reinforcement%202.pdf

Tim or others may have better suggestions or procedures.

Gary

[1938BF50]

Re: Narrow Runway Ops

Hmmm, a jury strut for the landing gear strut, if I understand correctly. I have no intentions of repairing this gear leg.

[PA1195]

Re: Narrow Runway Ops

Hmmm, a jury strut for the landing gear strut, if I understand correctly. I have no intentions of repairing this gear leg.

Example:

[Hank Jarrett]

Re: Narrow Runway Ops

Mike,
Don't trash the old gear. Several people are working on fixtures to repair them and I would love to see the condition in the fracture areas and insides of the failed tubes.

Hank

[PA1195]

Re: Narrow Runway Ops

Mike,
Don't trash the old gear. Several people are working on fixtures to repair them and I would love to see the condition in the fracture areas and insides of the failed tubes.

Hank

Maybe some should x-ray/NDT/whatever their tubing if decreasing strength of that part is suspected. I'm not the first or last to note the potential for problems. If nothing else it may prove beneficial to inject some anti-corrosion fluid like Corrosion-X (http://www.corrosionx.com/corrosionx-aviation.html) or Tube Seal (http://www.polyfiber.com/products/tu...ninhibitor.htm) into the drain hole:

http://dc65stc.blogspot.com/2010/07/faa-airworthiness-concern-sheet.html

https://app.box.com/shared/2ul3mqxa1v

Edit: If you examine the strut pictured you'll notice the external condition appears to indicate surface abrasion down to bare metal and corrosion present. Knowing the potential for failure I'd periodically clean, inspect, and treat any external wear areas on landing gear with a protective finish.

Gary

[astjp2]

Re: Narrow Runway Ops

You should do the 3" extended gear if you are going to bother with building your own....6" is too much and no one would be the wiser. Tim

[PA1195]

Re: Narrow Runway Ops

You should do the 3" extended gear if you are going to bother with building your own....6" is too much and no one would be the wiser. Tim

Tim what could be done to reinforce the existing gear strut? I had a Cub with streamlined tubing welded over the cabane to lower gear struts as a reinforcement. It may be time to think about beefing up these gear legs. By the time I'm as old as mine I'll be lucky if my legs aren't bent in as well.

Edit: Rode my Harley for a few hours and thought about this strut thing. The problem is the streamlined tubing is potentially weak under compression regardless of it's condition...round has to be stronger and resist bending better for a given circumference and wall thickness. Plus there's the streamlining and speed to be gained. However most lift struts are not entirely laminar...just watch the rain attach and bead at some point aft of the leading edge in flight.

Which is probably why lift struts are relatively large in circumference...so they can withstand negative G's. Still lift struts can fail under excessive loads of snow and high winds from the rear of the wing.

I doubt inward side loading was as critical a concern during whatever design and drop testing Taylor did as was ultimate speed. Consider his prior design of the Piper landing gear and its proven durability at reasonable weight over normal surfaces. But maybe as these Taylorcrafts have grown in gross weight without a change in strut specs, that plus corrosion are starting to create problems. Replacing that strut with a stronger piece of round tubing would be my choice unless the F-19 and up gear is stronger by design.

Anyone know if Taylorcraft progressively strengthened the landing gear over the years? If so maybe that's worth noting.

Gary

[astjp2]

Re: Narrow Runway Ops

The only major change to the gear by the factory was 1.5" axles for newer brakes. The only reinforcement was the little diagonal tube that is in the other post that I have ever seen. I would be checking your attach fittings real close for cracks, cutting fabric back and inspecting the clusters real good near the gear....Tim

[PA1195]

Re: Narrow Runway Ops

The only major change to the gear by the factory was 1.5" axles for newer brakes. The only reinforcement was the little diagonal tube that is in the other post that I have ever seen. I would be checking your attach fittings real close for cracks, cutting fabric back and inspecting the clusters real good near the gear....Tim

I guess we'd need access to the design prints for the gear over time to confirm any changes to component specs as the models evolved and GW was increased. Perhaps Terry at CAP would know...Forrest as well. Surely there were some stress analysis for tension and compression and drop tests performed as part of certifying TCDS 1A9 for the heavier Models 19 and later? Or maybe not.

Yes both the gear and lift strut clusters need close examination, same for the bungee truss and tailwheel attachment. The design of the one separated tailwheel leaf spring has me mystified. Unlike any I've ever seen and does allow for some odd lateral play in the spring assembly.

Flying on floats and skis brings additional stress to the components, especially skis where the gear is subject to twisting in addition to tension and compression.

Edit: I briefly read CAR 04 (for certification of pre-19 models; 1938) and CAR 3 (for model 19 and later; 1949). CAR 04 describes limited drop testing to stress the airframe and gear. CAR 3 offers more extensive testing procedures. As a non-engineer I gathered the testing applies to loads experienced in a normal two, three point, or one-wheel landing for main and tail gear. There's not much mention of side load testing that might be experienced in a crosswind or offset landing.

Gary