Tailwheel direction - paved tiedown storage

[Brendalam0tt]

I'm probably over-thinking this. Last year I added the Bass pull handles which made dragging it into the hanger MUCH easier. Now I'm back on the ramp in a tiedown and will be dragging backward into the space (can't pull through). My routine: I attach to the L-19 eyebolt, push forward to remove the slack, and chock the mains to maintain a little tension on the chain. It looks weird sitting there with the wheel cocked backward. Is there a structural reason NOT to leave it sit this way in (considering I can't bring it in during stormy weather). I have enough room to pull further back and pivot the wheel around straight if the extra effort is necessary.

[sfarringer]

My belief is that it is better to have the tailwheel unlocked (as you do), so that it is more isolated from the rudder.

[Brendalam0tt]

Thanks. That makes sense.

[GAHorn]

It doesn’t matter at all (which way the tailwheel is positioned during tie-down), IMO. However, it Does make a difference when initiating a taxy away-from the tie-down area…as the wheel “swings” during initial taxy…(it causes the tail to swing side-ways slightly upon first movement) …and that may affect clearance from other aircraft or objects in the tie-down area.

I disagree that having the tailwheel un-locked from the rudder-control-cabling is a good idea. Firstly, the rudder should be confined from being blown-about by a proper rudder gust-lock system**…, but, secondly, the tailwheel “detent” will impart a “slight” resistance to the rudder being blown about.

When I push my airplane back into a tie-down spot…. I use one of two different methods to position the tailwheel in a “trailing” position.
My first method is to push the aircraft farther backward than necessary… then pull the aircraft forward again into the final position …. which causes the tailwheel to caster into trailing position….
…OR…
I have the tailwheel “in trail” from the very beginning of the push-back….and carefully avoid any side-ways movement while backing the aircraft…such that the tailwheel never swings out-of-position.


** A “proper rudder gust-lock system” has been discussed many times in these forums. The Main Thing to know is NOT to attempt to prevent rudder movement by locking the rudder counter-weight area to the top of the vertical stabilizer (see the photo below) …as that can severely damage your rudder. The best rudder gust locks for these airplanes utilizes a bungee or strap system which confines the rudder movement by it’s trailing edge near the nav-light fixture. A search thru these forums will give you several methods. Here is a link to one of those threads with photos: viewtopic.php?p=80991&hilit=RUDDER+GUST+LOCK#p80991


Hope that makes sense and is helpful.

DO NOT USE THE METHOD BELOW:

IMG_3349.jpeg