X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 09 May 2014 07:53:51 -0400 Message-ID: X-Original-Return-Path: Received: from rc3-smtp.comporium.net ([208.104.2.7] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6862894 for lml@lancaironline.net; Wed, 07 May 2014 14:27:36 -0400 Received-SPF: pass receiver=logan.com; client-ip=208.104.2.7; envelope-from=snopercod@comporium.net Received: from bar01.comporium.net ([208.104.244.60]) by rc3-smtp.comporium.net ({885c17cc-cff6-4d92-8caa-cc0fa3baf93b}) via TCP (outbound) with ESMTP id 20140507182700585 for ; Wed, 07 May 2014 18:27:00 +0000 X-RC-FROM: X-RC-RCPT: X-ASG-Debug-ID: 1399487178-07cf4e4cf185c090002-yPXFKn Received: from rg20.comporium.net (rg20.comporium.net [208.104.2.10]) by barracuda. with ESMTP id xnpyxp2Jw308nxtH for ; Wed, 07 May 2014 14:26:59 -0400 (EDT) X-Barracuda-Envelope-From: snopercod@comporium.net X-Barracuda-Apparent-Source-IP: 208.104.2.10 Received: from 33.225.235.68.dsl.brvdnc.dynamic.citcom.Net (EHLO _127.0.0.1_) ([68.235.225.33]) by rg20.comporium.net (MOS 4.3.4-GA FastPath queued) with ESMTP id BCD89243 (AUTH snopercod); Wed, 07 May 2014 14:26:59 -0400 (EDT) X-Original-Message-ID: <536A7AEE.4020308@comporium.net> X-Original-Date: Wed, 07 May 2014 14:26:54 -0400 From: John Cooper User-Agent: Mozilla/5.0 (Windows NT 6.1; WOW64; rv:24.0) Gecko/20100101 Thunderbird/24.5.0 MIME-Version: 1.0 X-Original-To: Lancair Mailing List Subject: Re: [LML][LNC2] Fast taxi testing - found the problem References: X-ASG-Orig-Subj: Re: [LML][LNC2] Fast taxi testing - found the problem In-Reply-To: Content-Type: multipart/alternative; boundary="------------020601030308000601050203" X-Barracuda-Connect: rg20.comporium.net[208.104.2.10] X-Barracuda-Start-Time: 1399487219 X-Barracuda-URL: http://208.104.2.35:8000/cgi-mod/mark.cgi X-Virus-Scanned: by bsmtpd at comporium.net X-Barracuda-BRTS-Status: 1 X-Barracuda-Spam-Score: 0.00 X-Barracuda-Spam-Status: No, SCORE=0.00 using global scores of TAG_LEVEL=1000.0 QUARANTINE_LEVEL=1000.0 KILL_LEVEL=5.0 tests=HTML_MESSAGE X-Barracuda-Spam-Report: Code version 3.2, rules version 3.2.3.5619 Rule breakdown below pts rule name description ---- ---------------------- -------------------------------------------------- 0.00 HTML_MESSAGE BODY: HTML included in message X-MAG-OUTBOUND: comporium.redcondor.net@208.104.244.48/28 This is a multi-part message in MIME format. --------------020601030308000601050203 Content-Type: text/plain; charset=ISO-8859-1; format=flowed Content-Transfer-Encoding: 8bit In response to Greyhawk: > Toe out is an unstable condition. The jury seems to still be out on that subject. I can find experienced pilots who swear by either toe-in or toe-out. Since my toe-out condition is only a fraction of a degree, I'm just going to leave it alone for now. If it becomes a problem later on, I'll fix the 0.6º tire with a shim at the base of the axle. The 0.2º isn't worth messing with. I want to get this plane flying sometime before I die (grin). > 2. If these are the original Matco wheels, note that the pin bearing > races are aligned conically. Thus, one needs to make sure the axle > nut (with washer on the inside shoulder and under the nut) is snugged > tight enough to keep the bearings properly supporting the wheel. > Loose wheels will destroy the bearings (nose wheel included). The > usual rule is that they are properly tight if the wheel will not make > a complete revolution when hand spun whilst on jacks. Remember to > make sure the bearings are packed with appropriate grease. Yes, I have the original Matco wheels and the original Rosenhan brakes. I've adjusted the axle nuts so the tire will spin 1-1/4 turns by hand. The bearings are snug that way, yet it leaves a little room for thermal expansion. We saw what happened when I turned the axle nut one flat beyond that point and it wasn't pretty. Yes, the bearings are well packed with high-temperature grease. I checked that a few hours ago. > 3. The brake pad float bushings should allow the pad mounts to move > freely (SS not rusty steel) and properly positioned so that relaxing > brake pedal pressure causes no pressure on the pad to the rotor. Check. > 4. Remember that when steering - one toe presses (or just taps) the > inside-the-turn pedal whilst the other foot holds the rudder pedal > steady so that you are not slamming the rudder over. That's the way I do it, but after all these years of using only brakes to steer the plane, I find I have to retrain my mind to stay off the brakes at over 30 KTs and let the rudder do the steering. Thanks for the sage comments. --------------020601030308000601050203 Content-Type: text/html; charset=ISO-8859-1 Content-Transfer-Encoding: 7bit
In response to Greyhawk:

Toe out is an unstable condition.
The jury seems to still be out on that subject. I can find experienced pilots who swear by either toe-in or toe-out. Since my toe-out condition is only a fraction of a degree, I'm just going to leave it alone for now. If it becomes a problem later on, I'll fix the 0.6º tire with a shim at the base of the axle. The 0.2º isn't worth messing with. I want to get this plane flying sometime before I die (grin).
2.  If these are the original Matco wheels, note that the pin bearing races are aligned conically.  Thus, one needs to make sure the axle nut (with washer on the inside shoulder and under the nut) is snugged tight enough to keep the bearings properly supporting the wheel.  Loose wheels will destroy the bearings (nose wheel included).  The usual rule is that they are properly tight if the wheel will not make a complete revolution when hand spun whilst on jacks.  Remember to make sure the bearings are packed with appropriate grease.
Yes, I have the original Matco wheels and the original Rosenhan brakes. I've adjusted the axle nuts so the tire will spin 1-1/4 turns by hand. The bearings are snug that way, yet it leaves a little room for thermal expansion. We saw what happened when I turned the axle nut one flat beyond that point and it wasn't pretty. Yes, the bearings are well packed with high-temperature grease. I checked that a few hours ago.

3. The brake pad float bushings should allow the pad mounts to move freely (SS not rusty steel) and properly positioned so that relaxing brake pedal pressure causes no pressure on the pad to the rotor.
Check.
4. Remember that when steering - one toe presses (or just taps) the inside-the-turn pedal whilst the other foot holds the rudder pedal steady so that you are not slamming the rudder over.
That's the way I do it, but after all these years of using only brakes to steer the plane, I find I have to retrain my mind to stay off the brakes at over 30 KTs and let the rudder do the steering.

Thanks for the sage comments.
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