robert.p.bowen wrote:...George, what's your source for saying the installation instructions were written by a secretary in the marketing department?
What is anyone's source proving any different? You got an engineer's signature on your instructions? (I do. On a blueprint that shows the chains TAUT.)
I know that 10 years ago, when I called Scott and talked to "Don", who claimed to be the last of the original employees and who was about to retire, he told me that there is virtually no agreement within the company on much of this. When I asked if he had a copy of the Army TM-44 for overhaul/rigging of that tailwheel, he told me "no" that I'd have to get a copy from the Army. I've never been able to find a copy, the GPO doesn't have a copy either. (But he is the one who pointed out the U.S. Army had their own manual because they did not consider the Scott documents reliable.)
The Scott instructions in the I-168 document (the one which describes the approved installation) specifically indicates NO SLACK when they state: " Use sufficient chain links to remove slack in each connector assembly on installation."
The instructions accompanying the Dept of Commerce's letter of approval to Scott to install the tailwheel on C120/C140/C170 aircraft specifically states: "When connecting the springs, the stretch should be no more than 1/8" to 1/4"." That is certainly indicative of NO SLACK if there is specified "stretch".
I challenge you to find a genuine Cessna photograph of the tailwheel installation that has ANY slack in the steering chains. There are two such illustrations in the Owners Manual for the '53 B-model and in both pics the chains are taut. Even the Scott drawing which depicts the steering chains show them TAUT.
Scott3200OM.JPG
Scott2.JPG
ScottBPrint.JPG
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