Tailspring & Steering Springs

N1478D · Post by **N1478D** » Fri Nov 15, 2002 1:16 am

Does anybody have a web address for the Scott 3200 tailwheel people?

n3833v · Post by **n3833v** » Fri Nov 15, 2002 6:05 pm

http://www.scottaviation.com/
n3833v/John

zero.one.victor · Post by **zero.one.victor** » Fri Nov 15, 2002 7:47 pm

George,re: steering springs,you said
"....as the airplane is loaded (or simply landed hard) the tension springs will only continue to stretch,while the compression springs will come against their stops,forwarding their now-rigid shock onto the tailspring bracket."
First of all,you kinda lost me about the steering springs stressing the tailspring bracket.The steering spring bone ain't connected to the tailspring bone!
Secondly,go out to your airplane and check the tension of your steering chains. Then,jack the tail off the ground--put the jack under the tailspring bracket of the tail cone. Now check the tension on your steering chains again. If your airplane is like mine,the chains are TIGHTER with the tail off the ground. Ipso facto,I assume that when the tailspring is flexed (ala heavy loading or hard landing) the chains are looser not tighter. This is opposite from some of not most other tailwheel airplanes. This is the "slack" I was treferring to when I suggested that the tension springs can accidently come unhooked.

Eric

Post by **GAHorn** » Sat Nov 16, 2002 12:39 am

I wnnt to high school with Ipso and wondered why he missed the reunnion. I didn't realize he'd moved to Wa. state.

I wasn't very clear on that, I agree. I was actually thinking of the stresses applied when airborne, and the "rebound" effect of landings, with regard to the compression springs. And you are probably correct as I reconsider it. It probably puts more stress on the rudder bellcrank. Either way, I wouldn't consider compression springs on my airplane.

wa4jr · Post by **wa4jr** » Sat Nov 16, 2002 2:15 am

Seems like a good argument to stick to wheel landings to be kinder to your tailwheel unit

Of course I like this idea as I have only once in 65 hours been able to force myself to do a three pointer

Perhaps my weakness on three point landings is actually a strength

I'll go out and ask my tailwheel what it thinks

zero.one.victor · Post by **zero.one.victor** » Sat Nov 16, 2002 6:55 am

I generally wheel land my airplane,especially in any kind of cross wind,but make an effort to be current with 3 pointers as well. I like to 3 point onto grass,even when I know it's dry. I definitely 3 point if I have any suspicion about the landing surface being soft. Might not be too hard to nose it over if ya hit a boggy place,especially if you were trying to "stick it on" after a bounce or whatever. I usually flare a little for a tail-low wheel landing,but a lot of people believe in the "fly it on" method which can result in a pretty abrupt arrival. What ever works for ya,I guess.

Eric

wa4jr · Post by **wa4jr** » Sun Nov 17, 2002 2:19 am

No, I AM NOT "Fearless Freddy" with the "stick it on" method. I TRY every time to do a three point landing....I really do, but all I get is a tail low wheel landing

I've seen others who try too hard and touch with the tailwheel first and I can just hear the little Scott 3200 cry

N1478D · Post by **N1478D** » Tue Nov 19, 2002 9:28 pm

My IA came by to inspect the work done so far and he took a look at the two pieces of the broken tailspring. He found a small rust spot, about the size of this - 0 - with stress lines leading away from it. His comment was that if the spring had been zinc chromated, it probably wouldn't have broken. The new spring, already on the plane, has been primed with zinc chromate and painted. Wondering if when the landing gear is inspected, if it would be a good idea to zinc chromate them? Also, would it be good to have the legs shot peened?