Grove disk brake conversion for tapered axls

[cvavon]

I jest received the parts from Robbie Grove to use his brakes and 600x6 wheels the axle sleeve he has made is so simple no welding or cutting can install the whole thing in about 2 hr .

[guns68]

Re: Grove disk brake conversion for tapered axls

those look good. What did they cost? And did it include the hydraulics?

[cvavon]

Re: Grove disk brake conversion for tapered axls

the total price was 1258.00 to my door will be using scott heal brake master cyclenders robby sized the callipers to work with 300 psi that the scotts put out will follow the cable route instead of pullies will use adell clamps to hold the hoses the hose will be 1500 psi teflon braded with an fittings all the parts from grove have specs or certs. will send 337 to FDSO in the next few days for approvel Chuck

[Ragwing nut]

Re: Grove disk brake conversion for tapered axls

what keeps the aluminum axle spacer from rotating? Just the torque on the nut? If so, I see a failure coming, sleeve needs to be pinned or just the weight of the aircraft or failed bearing could cause the sleeve to spin causing the aluminum sleeve to wear on the tapered axle causing premature pad wear which could leave to caliper failure, and cleaveland calipers are already suseptible to cracking at the pin bosses if not keep cleen so they will move freely. Nice idea, I have already developed a similar kit, but used a 4130 steel sleeve that screwed onto the original threads, was pinned, and new sleeve was threaded and used the correct 1 1/2" nut washers, and spacers. I never marketed it cause the cost to get it approved for sale was not justifiable.

[Pearson]

Re: Grove disk brake conversion for tapered axls

It appears in your photos that you are using six AN3 bolts to attach the torque plate. Are these some sort of high strength bolts? Have you investigated the torque requirements to see if these bolts are strong enough? I hope you can get it all approved. I would love to put disc brakes on my project plane with the Harer STC.

[bashibazouk]

Re: Grove disk brake conversion for tapered axls

what keeps the aluminum axle spacer from rotating?

It looks in the picture like a one-piece machined spacer with the flange behind the caliper mounting plate. I'm not an engineer, but I'd be willing to bet a Taylorcraft flipped over on its back that the combination of shear strength on six AN3 bolts and the clamping action of that caliper plate/adapter/axle boss would be more than adequate to do the job.

[Robert Lees]

Re: Grove disk brake conversion for tapered axls

I jest received the parts from Robbie Grove to use his brakes and 600x6 wheels the axle sleeve he has made is so simple no welding or cutting can install the whole thing in about 2 hr

And

1940 BLT/BC65 N26658 SER#2000

Any particular reason that you are spending $1258.00 for this? Were your old 1940 brakes or wheels finished?

[astjp2]

Re: Grove disk brake conversion for tapered axls

Well the 2000 lbs gross cubs have 6 AN3 bolts for holding the calipers on, even with 35" bushwheels....so this kit should be strong enough. Tim

[T-Rex]

Re: Grove disk brake conversion for tapered axls

All I want to know is how you get away with bringing the landing gear in the living room.

[jim cooper]

Re: Grove disk brake conversion for tapered axls

I have the original shinn brakes in nice condition. They will hold for a run up and are adequate in a cross wind if I need them. Help me understand why you need more? (I don't fly in high cross wind conditions. 10-12 miles an hour lets me out.) JC

[astjp2]

Re: Grove disk brake conversion for tapered axls

Jim, you also probably dont fly with 8.50's, on really short strips and not many hours. I fly 150 hours in 4 months when I am in Alaska during the summer, 800' or less and with tundra tires. My old brakes were shot in about 15 really short landings and they weren't consistant. If you are happy with what you have then GREAT, but some of us want more/better/safer. Tim

[wlas]

Re: Grove disk brake conversion for tapered axls

This is copy of a field approval I got a few years ago and it's basically the same thing as the grove adapter and it works good, it doesn't spin. AtLee Dodge makes the same type of adapter for a cub to go from a 1 1/4" to a 1 1/2" axle. A standard cub uses four AN 4 bolts, I think the number of AN3 bolts in the picture will be plenty, It's not a boeing 737.

[cvavon]

Re: Grove disk brake conversion for tapered axls

tribe

the axle sleeve has a flange that is drilled with 8 holes that are an3 it is between the flange on the gear and the tork plate with 7 an3-4 bolts the sleeve also has a taper on the inside that is an interference fit with the out side bearing shoulder on old axle. The collar is also for adjusting the bearings using the tcraft axle washer and castle nut and cotter pin

[Ragwing nut]

Re: Grove disk brake conversion for tapered axls

I see the solid machined flange now that is part of the spacer. I feel better now. Bolts are plenty big enough to hold it in place.

[crispy critter]

Re: Grove disk brake conversion for tapered axls

I can understand completly why someone would want to upgrade. They are nice brakes that function properly everytime you need them wheather it be for run up,cross wind,easier taxiing,etc. The original brakes are known for problems,hard for some people to keep them working good,not as dependable or long lasting unless you always baby them, and they are a little aggrevating to replace the linings compared to the grove/cleveland style hydrolics. Yes,they would be easy to get the tail over the nose if you get too aggressive with them but that's not the fault of any brake system,that's considered pilot error everytime. Honestly,has anyone ever seen an FAA inccident/accident report that stated the cause of the ground loop or nose over was "due to the brakes working too good",lol. Personally for myself...I couldn't justify the $1200 price tag for my type of flying and I have no problem with the original shinns. With that said I do know exactly how to properly maintain them myself, I know how to use them only when needed so not to overheat them, I know how to land a t-craft(or any other taildragger) in a strong gusty crosswind with little to no brake at all and only use what brake is needed at the time it's needed(ask Forrest if he remembers how strong the crosswind was the last time I came to see him,I was flying a C170)....that all comes with a few thousand hours experience that a lot of pilots don't have. Also a lot of pilots don't have the tools,time,knowledge,or whatever to do all this themselves so the conversion is a great option for them. There is also people out there who just prefer the better braking system grove offers. It's all a matter of opinion and what one wants for thier own reasons. As stated above, I prefer the original shinns myself but I know how to make them last a long time and how to always keep them working properly,but if I lived in Alaska or somewhere I was doing a lot of back country flying I would want the upgrade. I also know a lot of folks with J3 Cubs who like the old original expander brakes on the 800x4's,they know how to make them do what they want and know how to maintain them......I have owned two J3 Cub's and both had the original expanders on them when I got them. One of the first things I did to both of those Cubs was pulled those expanders off and gave them to the first Cub guy that would take them then called grove for the 800x4 kit because I simply didn't have the desire to mess with the original expanders and I work on these winged machines everyday. I like the grove kit pictured above and I think it is a long overdue option for our taylorcrafts...hope they can get PMA approval for them like they did for the Cubs so we won't have to mess with approval from the FSDO.