Tire question

With the huge increase in hp of your 235 vs your warrior, which foot are
using on take-off? might you be tapping the brake slightly?

I suppose that's possible. We've been flying the 235 since '02 now, though,
so we're pretty used to it.

I'm going to watch Mary's feet next time we depart. When distracted she's
been known to taxi at high RPM and control speed with the brakes, which
drives me crazy, so perhaps she is controlling her take-off roll with a
touch of right brake?

Trouble is, at 5 feet tall she has to pull the seat all the way forward, so
I doubt I'll be able to see her feet, now that I think about it...
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Jay Honeck wrote:

I'm going to watch Mary's feet next time we depart. When distracted she's
been known to taxi at high RPM and control speed with the brakes, which
drives me crazy, so perhaps she is controlling her take-off roll with a
touch of right brake?

Are you also going through right brake pads more rapidly than left? If not, it's
not a braking issue.

George Patterson
He who would distinguish what is true from what is false must have an
adequate understanding of truth and falsehood.

Put some microswitches on the pedals, hook them up to LED's on the panel and
watch how she's using the brakes.

"Jay Honeck" wrote in message
news:WBpNd.51568$EG1.41332@attbi_s53...
With the huge increase in hp of your 235 vs your warrior, which foot are
using on take-off? might you be tapping the brake slightly?

I suppose that's possible. We've been flying the 235 since '02 now,
though, so we're pretty used to it.

I'm going to watch Mary's feet next time we depart. When distracted she's
been known to taxi at high RPM and control speed with the brakes, which
drives me crazy, so perhaps she is controlling her take-off roll with a
touch of right brake?

Trouble is, at 5 feet tall she has to pull the seat all the way forward,
so I doubt I'll be able to see her feet, now that I think about it...
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

In article WBpNd.51568$EG1.41332@attbi_s53,
"Jay Honeck" wrote:

With the huge increase in hp of your 235 vs your warrior, which foot are
using on take-off? might you be tapping the brake slightly?

I suppose that's possible. We've been flying the 235 since '02 now, though,
so we're pretty used to it.

I'm going to watch Mary's feet next time we depart.
[snip]

still trying to blame Mary, eh?

:-)

--
Bob Noel
looking for a sig the lawyers will like

As both a mechanic and flight instructor, looking after six
airplanes, I can say that flat-spotting is normally a result of
improper approach speeds. The airplane shouldn't be landed until it's
ready to land, and for most lightplanes heavy braking shouldn't drag
tires if the landing speed was right. We get people in a 172
approaching at 65 or 70 knots, where 55 is often enough, then holding
that high speed until a sudden flare near the surface and touchdown, in
a really flat attitude, almost immediately. The end of the runway comes
up fast and they try to stop it using lots of brake, when there's still
no weight on the wheels. End of tires. Flaps make it worse.
As the textbooks say, use the recommended approach speed. You
won't stall and fall down unless you're not paying attention. At
anywhere from 15 to 30 feet, start the roundout (raising the nose to
check descent and get rid of the speed), getting the power off, and
touch down with the nosewheel well off the surface. Stall warning
should be honking before touchdown. Any heavy braking should be
accompanied by full up- elevator to place even more weight on the
mains.

Dan

As both a mechanic and flight instructor, looking after six
airplanes, I can say that flat-spotting is normally a result of
improper approach speeds.

This is all right and proper, of course -- but it doesn't address the issue.

Which is: Why is one tire flat-spotted, while the other is not?
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

Jay Honeck wrote:
As both a mechanic and flight instructor, looking after six
airplanes, I can say that flat-spotting is normally a result of
improper approach speeds.

This is all right and proper, of course -- but it doesn't address the
issue.

Which is: Why is one tire flat-spotted, while the other is not?
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"

One brake might have a bit more authority than the other. One
tire might have a slightly lower coefficient of friction. The pilot
might have a little stronger right foot. He might have a habit of using
a bit of unnecessary aileron in the landing roll, lifting one wheel a
bit. There are plenty of variables. If the brake isn't dragging more
than it should, and the bearings aren't too tight, there's no other
explanation for bald spots. The occasional sharp turn shouldn't do it,
though that can wear the tire more than usual. By the way, I've seen a
tire flat-spotted even when it was dragged on a wet runway.
A pilot should examine his technique when he notices excessive
tire wear, just as he should rethink engine management if his fuel burn
is too high or the airplane's belly is all black and sooty. We're often
too quick to blame the machinery.

Dan

Jay Honeck wrote:

As both a mechanic and flight instructor, looking after six
airplanes, I can say that flat-spotting is normally a result of
improper approach speeds.


This is all right and proper, of course -- but it doesn't address the issue.

Which is: Why is one tire flat-spotted, while the other is not?

You're heavier on that brake than the other. You may be riding that
brake during takeoff or landing without knowing it.

I spent 25 years maintaining larger aircraft. We didn't get flat
spots because they have anti-skid systems, but the right brakes and
tires always seemed to wear faster on my company aircraft. The reason
- most of our pilots were right handed. A right handed pilot will
have a stronger right leg and that is the side that got pushed first
and the hardest. You can watch the brake pressure gauge in the
cockpit and tell on the first landing if he is a lefty or not.

I spent 25 years maintaining larger aircraft. We didn't get flat
spots because they have anti-skid systems, but the right brakes and
tires always seemed to wear faster on my company aircraft. The reason
- most of our pilots were right handed. A right handed pilot will
have a stronger right leg and that is the side that got pushed first
and the hardest. You can watch the brake pressure gauge in the
cockpit and tell on the first landing if he is a lefty or not.

Interesting stuff. Thanks, Don!
--
Jay Honeck
Iowa City, IA
Pathfinder N56993
www.AlexisParkInn.com
"Your Aviation Destination"
"Don Hammer" wrote in message
...