CRAFTSMAN S CORNER

Ben Owen

MORE TIPS TO HELP THE HOMEBUILDER Wheel Alignment From Red Beitelshees

Landing a taildragger with wheels that do not line up can give you a thrill. Checking wheel alignment can be done in several ways, but the idea is to check the direction of each wheel travel with the centerline of the fuselage. One method is to use a long straight edge board or a string stretched tight along the side of the tire back to the horizontal stabilizer, measure the distance to the centerline of the fuselage. Then make the same measurement on the opposite side. These distances should be equal and their sum should equal the distance measured to the outside of the main tires and on the forward part of the tires, for zero toe-in. Figure 2 shows the wheel alignment measurement.

FIGURE 1

Camber is measured with the use of a 2 foot carpenter's square with the plane sitting on a flat and level floor. Adjustment for toe-in and camber are made differently on different airplanes. Some have screws, others use washers or shims, while on some of the smaller planes, you must bend the axle. The Champ is an example of one which must be bent to adjust. A suggestion on adjustment by bending is to use a heavy beam. I use a railroad rail, a hydraulic jack, two pieces of chain and some padding, such as old carpet, to protect the axle tubing from the chain. Use a piece

FIGURE 3

of wood to protect damage by the jack. Also, a heavy metal bar such as an auto axle which will go into the axle tube will be needed. The following diagrams show the use of the bending equipment. Use caution, bend a little at a time, and make frequent measurements. The manufacturer's manual gives the recommended toe-in, which is usually small if any. Generally, toe-in is measured by comparing the distances measured between corresponding spots on the right and left tires at axle height and at the front and rear of the tires. Toe-in is where the forward measurement is less than the rearward measurement. The tire ribs may be used as a measure if they rotate true. If not, a line may be chalked on each tire as it is rotated. Note that this measurement shows nothing about how well the wheels travel relative to the fuselage centerline. Sliding Canopy Rails By Jim Miller

ber stop end off to suit for length. The small rubber stop end goes to the aft side. Front stop is the windshield. Glue CROSS

SECTION THRU

TRACK

Canopy

AN 525-832 -24 *8Screws 8

Rubber Washers

Spacer as rqd.

3/16" Flat Head Screws

S Plate Nuts AN509 or

NAS333 Only

Fuse/age

Ste

The track cover shown is a minimum of .025" 2024T3 or 6061T6. Canopy

screws may be put in either way if end of screw will clear turtledeck. Locate track as shown to ensure that canopy has sufficient travel. Tracks should be parallel when viewed from above, within 3/4" and within 1/8" when viewed from side of aircraft. Trim the track large rub-

1/2" x 1" foam sponge to inside of canopy to seal back edge after final installation. (Use clear cement, contact cement is O. K.) The pop rivet shown may be replaced with 10-32 half nuts and screws. Additionally, the outer track attach screws may be silver soldered to the track. If nuts rather than plate nuts are

used inside the fuselage coaming, the canopy and track can be readily removed for fair weather flying. Otherwise, the track must be disassembled

X = X for 0-0 Alignment FIGURE 2

92 OCTOBER 1991

for removal of canopy and track. Jim Miller, 4753 Harvard, Kansas City, MO 64133, 816/358-5086, is a source for canopies and rails. The track rails come in various lengths. The slides used are No. 1,400 Steel Ball Bearing Drawer

Slides from Knape and Vogt Mfg. Co., Grand Rapids, Ml. They may also be available from local cabinet shops.