Skidding turns

On Feb 19, 6:14 pm, "Robert M. Gary" wrote:
On Feb 19, 5:12 pm, wrote:

Hey thanks, I will convey that info in terms of a question to the FBO
and see what they say. I'm sure other pilots have noted this weirdness
as well.

Remember that the FBO's CFIs are probably flying this plane more often
than solo renters. I would be surprised if the FBO doesn't already
know. Either they are waiting on the part, waiting for the next 100
hours, or waiting for someone to crash as a result of this.

-robert

The way to find out: push the tail down to raise the nosewheel
off the ground, and see if the rudder centers. If not, one spring is
probably busted.
Be carerful pushing the tail down. The front spar in the stab is
a little light and cracks easily if this is done regularly. 172s are
worse. Much worse.

Dan

* * *The way to find out: push the tail down to raise the nosewheel
off the ground, and see if the rudder centers. If not, one spring is
probably busted.
* * *Be carerful pushing the tail down. The front spar in the stab is
a little light and cracks easily if this is done regularly. 172s are
worse. Much worse.

* * *Dan

that shouldn't happen if you push down on the last two fuselage
formers before the vertical tail, should it?

On Feb 19, 6:26 pm, wrote:
The way to find out: push the tail down to raise the nosewheel
off the ground, and see if the rudder centers. If not, one spring is
probably busted.
Be carerful pushing the tail down. The front spar in the stab is
a little light and cracks easily if this is done regularly. 172s are
worse. Much worse.

Dan

that shouldn't happen if you push down on the last two fuselage
formers before the vertical tail, should it?

Got to be careful that you don't wrinkle the skin on either
side of the formers. None of this stuff is very stiff. Another way to
get the nose off is to put the prop horizontal and lift it, putting
your hands on the blades on either side of the spinner. DON'T EVER put
any force on the spinner. They don't like that.
Turn the prop backwards. Very carefully. Never take a silent
engine for granted. Some of them waken rather easily. In a bad mood.

Dan

wrote:
On Feb 19, 6:26 pm, wrote:
The way to find out: push the tail down to raise the nosewheel
off the ground, and see if the rudder centers. If not, one spring is
probably busted.
Be carerful pushing the tail down. The front spar in the stab is
a little light and cracks easily if this is done regularly. 172s are
worse. Much worse.

Dan

that shouldn't happen if you push down on the last two fuselage
formers before the vertical tail, should it?

Got to be careful that you don't wrinkle the skin on either
side of the formers. None of this stuff is very stiff. Another way to
get the nose off is to put the prop horizontal and lift it, putting
your hands on the blades on either side of the spinner. DON'T EVER put
any force on the spinner. They don't like that.
Turn the prop backwards. Very carefully. Never take a silent
engine for granted. Some of them waken rather easily. In a bad mood.

Dan

The way I was told to do it is to lay your upper body and arms across
the fueslage to spread the force as much as possible and never just
push down with your hands.

--
Jim Pennino

Remove .spam.sux to reply.

On Feb 19, 9:15 pm, wrote:

The way I was told to do it is to lay your upper body and arms across
the fueslage to spread the force as much as possible and never just
push down with your hands.

Just adding my $0.02: My PP CFI was also an A&P for American Eagle.
What he had me do was to find the middle-most spar (by finding the
rows of rivets) and push down there right where it attaches to the
empenage while also pushing down on the empenage with the other hand.

- Joe

Be careful pushing the tail down. The front spar in the stab is
a little light and cracks easily if this is done regularly. 172s are
worse. Much worse.

Dan

So _that's_ why the flight school always flipped out when we did that...

Now I fly a plane where the tail is _always_ down. Of course, that makes landing slightly
more challenging...

On Feb 19, 6:58 pm, Bob Martin wrote:

So _that's_ why the flight school always flipped out when we did that...

You got it. Cessna has a service bulletin on the subject.
Pushing the stab down places high forces on the front part of the
stab, while in the air the loads are 40% back; the aft spar's
construction reflects the greater load it carries. The front spar is
really light and flexes through the big lightening hole in the center,
and cracks in four places. Very expensive. A little dangerous, too.


Now I fly a plane where the tail is _always_ down. Of course, that makes landing slightly
more challenging...

Airplanes are supposed to be built that way. Just compare the
taildragger and trike versions of the Maule (or even the Helio
Courier). What pilot would ever say that the trike looks right? (What
*real* pilot?:-))

Dan

wrote in news:53965888-d44d-4d1d-b71d-
:

On Feb 19, 6:14 pm, "Robert M. Gary" wrote:
On Feb 19, 5:12 pm, wrote:

Hey thanks, I will convey that info in terms of a question to the FBO
and see what they say. I'm sure other pilots have noted this weirdness
as well.

Remember that the FBO's CFIs are probably flying this plane more often
than solo renters. I would be surprised if the FBO doesn't already
know. Either they are waiting on the part, waiting for the next 100
hours, or waiting for someone to crash as a result of this.

-robert

The way to find out: push the tail down to raise the nosewheel
off the ground, and see if the rudder centers. If not, one spring is
probably busted.
Be carerful pushing the tail down. The front spar in the stab is
a little light and cracks easily if this is done regularly. 172s are
worse. Much worse.

that's right,. you shouldn't push these down by the leading ede of the
tail. You should always push on the fuselage bulkhead adjacent.



Bertie