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Blanik L-23
Our club just acquired an L-23 and we are going to be tying it down outside.
For those of you out there with L-23s, we are wondering how you go about securing the tail, considering that the tailwheel mounting area seems somewhat sensitive to damage. We were considering going so far as to make a saddle for the aft fuselage to sit in to keep the tailwheel off of the ground. Also, how are you securing the rudder? Our landing gear strut is collapsed and in need or air or nitrogen. I know that some of these types of strut systems can be inflated with the strut extended (weight off of the wheel) to something like 30 PSI in order to get to the correct pressure when weight is applied. Anyone with experience in this area? Thanks. BDS |
#2
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Blanik L-23
On Jun 26, 9:58 am, "BDS" wrote:
Our club just acquired an L-23 and we are going to be tying it down outside. For those of you out there with L-23s, we are wondering how you go about securing the tail, considering that the tailwheel mounting area seems somewhat sensitive to damage. We were considering going so far as to make a saddle for the aft fuselage to sit in to keep the tailwheel off of the ground. Also, how are you securing the rudder? Our landing gear strut is collapsed and in need or air or nitrogen. I know that some of these types of strut systems can be inflated with the strut extended (weight off of the wheel) to something like 30 PSI in order to get to the correct pressure when weight is applied. Anyone with experience in this area? Thanks. BDS Sir, I am a student doing primary training in an L-23. The operation I use ties the Blanik down outside. The tail is rested on a stand just forward of the tailwheel, that area seems to be reinforced well. The stand is welded steel with a foam pad. A simple rope tiedown secures it. Rudder movement is handled by a control lock which attaches to the back seat pedals and stick. We lock the dive brakes open with the shoulder harness. Central Florida gets gusty wind conditions during thunderstorm activity...in the 8 months I have been training there I've never seen any problems with this setup. There is one ding on the a/c where someone put the stand too far forward on the empennage. Hope this helps. |
#3
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Blanik L-23
On Jun 26, 9:37 am, nate_fl wrote:
Rudder movement is handled by a control lock which attaches to the back seat pedals and stick. I have found the simplest way to prevent controls from flopping around, but not quite locked is to use a stiff bungee cord. Put hooks around REAR rudder pedals, pulling forward, and cord over FRONT control stick, pulling aft. This is compact and 99% effective for most ground handling and gust conditions. A more solid arrangement is needed for overnight protection, so a cuff placed over the vertical fin and standard external aileron locks are best as they prevent any loads being placed on the pushrods and cables during long term outdoor storage. -Tom |
#4
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Blanik L-23
BDS,
CAP has a fleet of L-23's Take a look at the following link. The bottom has some PDF files for tie downs and control locks. https://ntc.cap.af.mil/ops/DOT/Glider/tiedown/index.cfm Be careful about where a tail support goes. Some L-23's have a placard that can mislead where to set a support. If the tailboom is dented have it repaired as the shape of the tailboom is structual. Becareful about tieing the controls as a control lock. Some Blaniks have some bent pushpull tubes as the wind works the outside surfaces. If the controls are tied...probably best to tie the front seat controls instead of the aft controls. (Another layer of safety toward inadvertant take off) At 14:00 26 June 2007, Bds wrote: Our club just acquired an L-23 and we are going to be tying it down outside. For those of you out there with L-23s, we are wondering how you go about securing the tail, considering that the tailwheel mounting area seems somewhat sensitive to damage. We were considering going so far as to make a saddle for the aft fuselage to sit in to keep the tailwheel off of the ground. Also, how are you securing the rudder? Our landing gear strut is collapsed and in need or air or nitrogen. I know that some of these types of strut systems can be inflated with the strut extended (weight off of the wheel) to something like 30 PSI in order to get to the correct pressure when weight is applied. Anyone with experience in this area? Thanks. BDS |
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Blanik L-23
BDS wrote:
snip Also, how are you securing the rudder? We use these on our fleet. https://ntc.cap.af.mil/ops/DOT/schoo...rudderlock.htm This is an interesting page too, BTW: https://ntc.cap.af.mil/ops/dot/Glider/course.cfm Shawn |
#6
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Blanik L-23
Thanks for all the responses and useful info.
BDS "BDS" wrote in message . net... Our club just acquired an L-23 and we are going to be tying it down outside. For those of you out there with L-23s, we are wondering how you go about securing the tail, considering that the tailwheel mounting area seems somewhat sensitive to damage. We were considering going so far as to make a saddle for the aft fuselage to sit in to keep the tailwheel off of the ground. Also, how are you securing the rudder? Our landing gear strut is collapsed and in need or air or nitrogen. I know that some of these types of strut systems can be inflated with the strut extended (weight off of the wheel) to something like 30 PSI in order to get to the correct pressure when weight is applied. Anyone with experience in this area? Thanks. BDS |
#7
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Blanik L-23
On Jun 26, 6:58 am, "BDS" wrote:
Our club just acquired an L-23 and we are going to be tying it down outside. For those of you out there with L-23s, we are wondering how you go about securing the tail, considering that the tailwheel mounting area seems somewhat sensitive to damage. We were considering going so far as to make a saddle for the aft fuselage to sit in to keep the tailwheel off of the ground. Also, how are you securing the rudder? Our landing gear strut is collapsed and in need or air or nitrogen. I know that some of these types of strut systems can be inflated with the strut extended (weight off of the wheel) to something like 30 PSI in order to get to the correct pressure when weight is applied. Anyone with experience in this area? Thanks. BDS No one addressed the strut issue. Our CAP unit has been flying an L-23 for nearly five years and have had the strut serviced about that many times. I don't remember the exact pressure, but it is excess of 400 psi. You will need a high pressure hose and regulator and a special fitting to service the strut. You can get this from Blanik America, but it isn't cheap. They put out a news bulletin a while back that covered it. You may still be able to get one from Vitek. One thing not directly addressed in the bulletin is that you need the gear off the ground and retracted when you service the strut. I would not fly the ship with a flat strut. Good luck Jim |
#8
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Blanik L-23
wrote in message oups.com... On Jun 26, 6:58 am, "BDS" wrote: No one addressed the strut issue. Our CAP unit has been flying an L-23 for nearly five years and have had the strut serviced about that many times. I don't remember the exact pressure, but it is excess of 400 psi. You will need a high pressure hose and regulator and a special fitting to service the strut. You can get this from Blanik America, but it isn't cheap. They put out a news bulletin a while back that covered it. You may still be able to get one from Vitek. One thing not directly addressed in the bulletin is that you need the gear off the ground and retracted when you service the strut. I would not fly the ship with a flat strut. Good luck Jim The blanik/Lark strut is the same. It uses a Schraeder valve for charging the strut. Almost any aircraft service shop will have the fitting since Pipers use the same system. I had a tool used for Piper main gear struts I used to keep my Archer gear charged. The trick I developed for my Lark was to charge the strut with N2 according to the manual and then, after lowering the glider onto its wheel, bounce the glider gently to settle the strut to its unloaded extension. I then marked the trailing link at the fuselage belly. Then I could just look at the gear during pre-flight to see that the strut was properly pressurized. Before removing the strut filling tool, I noted the strut pressure with the weight of the glider on the wheel. If the mark on the trailing link showed the need for more N2, I could just add enough N2 to bring the pressure back to the pressure measured with the wheel on the ground without jacking the glider. IIRC that was about 950 PSI. (The Blanik is less since it is lighter.) The gas/oil strut on the Blanik/Lark is a wonderful thing if properly maintained. I love the soft, bounce free landings. I just wish Blanik had lavished as much engineering on their tailwheels. Bill Daniels |
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