At 06:20 PM 12/25/2010, you wrote: >Whilst focussing on A/C 1 at the moment I need to plan what to do with #2. >My instinct is to return the tail group to standard, deal with the c.g. >issue and move the wheels forward ..... comments? Also, what is the best way >to move the wheels ... should I contemplate cutting into the wing lower >surface and shim the legs at the spa attachment, or should I contemplate a >considerably modified bracket for attaching the stub axles to the legs? ... +++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++++
I wouldn't be overly concerned about "tail weight" unless aircraft is completely assembled. It's the FLYING C.G. that is critical. Tail weight is a matter of ground handling, i.e., can you brake without nosing over, can you lift the tail before liftoff, etc. Use scales to calculate the flying C.G. to see if changes need to be made and then modify the gear position for ground handling if necessary. If I remember correctly,Tony Bingelis recommends the contact point for the main gear(on a conventional gear aircraft) as being at a 15 to 25 degree angle forward of the aircraft C.G. in a level position. Actually, I think it is the center of mass which would actually be somewhere above the wing at the C.G. location in a low wing aircraft. Someone correct me if I'm wrong here. With that in mind, get the flying C.G. correct and then work on the gear while keeping in mind that any changes in the gear location will in turn affect the flying C.G. It's not brain surgery, just take it one step at a time. Larry Flesner
