The International Cessna^® 170 Association

Ten.....

I try not to make a habit of dragging up old threads, but I did finally install the correct "heavy duty" springs and wanted to give an update as to my first impressions.

Basically, I now have more authority at the tailwheel during both taxi and landing roll-out (as expected). On taxiing, I previously had to use brakes all the time to initiate a change in direction. While I still need some application for sharper turns, I can at least effect some change on direction without brakes now. That's nice.

On landing roll-out, it does keep me a little bit more on my toes (figuratively speaking), but nothing drastic. Smaller inputs are required to keep it straight, no more full-travel stabs at the rudder pedals, which were occasionally required with the smaller springs under x-windy conditions.

I'm still getting used to the new setup, but first impressions are thus far positive. I'm glad I made the change.

I'll jump in here, rookie and all...does the chain need to be snug with no weight on the wheel, or snug when it is on the ground with the plane weight. I noticed the chain tends to get real tight when the plane weight is off the wheel after I snug it with the plane weight on the wheel.

Another observation of the graphics shown. One has the spring attached to the rudder then the chain to the wheel. The other has the reverse. I do like the larger spring diameter in the rudder post instead of the fine wire wallering out the hole.

I haven't had issues with the light sping, I've had trouble with the chain streatching to a loose situation.

John

Read this entire message-thread and all those answers will be found. (Well, except where the spring should be located. According to most, the springs were factory-installed at the upper end..but I think it hardly matters.)
Get the heavy duty springs!
The chains do not change tension when proper parts in good condition are used, regardless of whether the wheel is on the ground or not.

Blue Leader is correct as it pertains to steering on the tarmac.

Larger aircraft such as C-185, have a locking tailwheel option available. This goes a long way in (Saving) the novice T/W driver. The use of brakes for turns and the occasional (Tap) during a crosswind take-off and landing works well.

Notice I mentioned "Tarmac". When operating on softer surfaces you might want to be up to speed on your T/W ops or you might end up "looking back at where you were" so to speak using those techniques.

I always rig to have some tention on the steering springs.

Spring is here, lets go do some flyin!!

Don't want to create any "tension" here by reviving this thread but I finally got around to installing the heavy Scott springs yesterday and here's what the instructions say regarding spring tension. "The chain should be trimmed so that there is no sag in the chain, spring, and connector link when installed, yet no tension on the spring. If necessary, slight tension on each spring is allowed. If slight tension is in the spring it should not be more than that which will allow a piece of paper to slide between the coils of the spring."

They didn't specify the thickness of the paper, but maybe we can debate that now!

When I removed my springs, which had been installed with a fairly strong amount of tension (probably could have inserted four or five sheets of paper between the coils) I noticed that the curved arm on both springs had worn almost halfway through! I don't know how many hours were on this set of springs, but I know it wasn't more than about 2000 as that's the total time on the airframe. I was pleasantly surprised to see no wear on the steering arms, just on the spring itself.

Just FWIW!