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grant.corriveau(at)TELUS.
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 Posted: Tue Oct 10, 2006 9:49 am Post subject: Lifting nose for gear service |
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| Quote: |
The use of sandbags on the horizontal stabilizer to lift the nose gear
is not
such a good idea. One might argue that this okay since the horizontal
stabilizer/elevator must lift the nose gear on takeoff. But
when the plane rotates on takeoff, the wings already
carry almost all of the weight of
the airplane. Thus, the horizontal stabilizer/elevator force
needed for rotation on takeoff is much, much
smaller than the force needed to lift the nose gear while parked. |
Supporting this aircraft to service the gear struts is always a challenge. How are people addressing this? I don't see the logic above. The full weight of the aircraft is still on the gear at 50 mph (especially if your airplane sits with a slightly negative, nose-down attitude). My aircraft easily rotates with full back stick at this speed. I'm more concerned about how to distribute the force on the hz stab so as to not over-stress something.
Some have suggested loading weight onto the tail tie-down which bothers me even more. The full force of this weight transmits directly into the lower rudder hinge pieces... which can't be 'good'...
I have to reinstall my nose gear fork soon, and right now I'm thinking about using a small beam on sawhorses under the engine/mounts somehow.
Working on a main gear unit is also 'challenging' ... saw horses and some planks under the wing?
Grant Corriveau
GHTF
[quote][b]
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Float Flyr
Joined: 19 Jul 2006
Posts: 2704
Location: Campbellton, Newfoundland
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| Posted: Tue Oct 10, 2006 1:42 pm Post subject: Lifting nose for gear service |
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You might consider putting a couple of jack hard points directly under the front spar ahead of the mains. Then tie down the tail before you jack on your installed spar hard points. You will have to use less weight on the tail if you have a bit of weight inside the tail of the fuselage. Also it is a good idea to have two people jack the aircraft at the same time to keep it level laterally and reduce the chance of falling off the jacks. Once up you will be surprised how solid it will be.
Noel [quote]
--
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_________________
Noel Loveys
Kitfox III-A
Aerocet 1100 Floats |
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ggower_99(at)yahoo.com
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| Posted: Tue Oct 10, 2006 9:11 pm Post subject: Lifting nose for gear service |
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I dont remember if this post is about the 701 or the 601... Probably I didnt pay atention... my apologies.
In our 701, I normally (every saturday) lift the front wheel by pushing in the upper rear fuselage until the rear tie down rest on the hangar floor, in a piece of foam. The plane is almost in balance on the main gear. No "strange" forces. Then I put a stool (that fited exactly by coincidence) under the front wheel, to prevent someone to push it down.
This way we wash the wings, upper rear fuselage and lexan roof very easy. There is not much force aplied. in fact I weight 65 kgs (about 145 lbs) and is a easy task, just push down gently with one arm over the rear top fuselage,Not from the stabilizer.
When time comes to service the front wheel, I will certanly do it, just will fit a 4 x 2,wood, betwen the lower engine mount attachments and the floor, to prevent the fuselage to fall down (same as putting a tower when the car is lifted by the jack).
I dont think there is any stress aplied to the fusselage.
But if this is about the 601, (lower rear fuselage height) is another thing... (oranges and apples?).sorry for my post.
Saludos
Gary Gower
Flying from Chapala, Mexico.
701 912S.
Grant Corriveau <grant.corriveau(at)telus.net> wrote:[quote] | Quote: | The use of sandbags on the horizontal stabilizer to lift the nose gear
is not
such a good idea. One might argue that this okay since the horizontal
stabilizer/elevator must lift the nose gear on takeoff. But
when the plane rotates on takeoff, the wings already
carry almost all of the weight of
the airplane. Thus, the horizontal stabilizer/elevator force
needed for rotation on takeoff is much, much
smaller than the force needed to lift the nose gear while parked.
|
Supporting this aircraft to service the gear struts is always a challenge. How are people addressing this? I don't see the logic above. The full weight of the aircraft is still on the gear at 50 mph (especially if your airplane sits with a slightly negative, nose-down attitude). My aircraft easily rotates with full back stick at this speed. I'm more concerned about how to distribute the force on the hz stab so as to not over-stress [quote][b]
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