Small nose tire STC

[Richard Haupt]

Old issue, but new twist: Wondering how to go about getting approval to install the smaller nose wheel tire/tube assy on my -180. The STC is no longer available. Does this become a field approval exercise w/my local FSDO? Any work-arounds to share?

Thanks, RH

[Kristin Winter]

Yes, but why change? I don't see any tangible benefit on a 180.

[Richard Haupt]

Purely cosmetic change, thanks.

[Kristin Winter]

In a single, it moves the prop closer to the debris and costs you speed. I do like the looks better. The small wheel has merit on the twins.

[SLIMDREDGER]

I have operated my twin out of a grass strip for nearly fifty years and I like the extra area on the ground that the original tire size provides when the field is water soaked soft by the 60"+ of annual rainfall. Al Powers N88AP

[Don Ostergard]

It is my understanding that the smaller tire will cost a few knots airspeed in a single due to changes (increase) in cooling airflow. Also, the bigger the tire diameter, the less impact-induced wear and tear on the entire nose gear assembly. Even when all we are talking about is tar strips on pavement. And if travelling far afield (Latin America, Caribbean etc.) and you want to carry a spare tire it's nice if they are all three the same.
Don Ostergard ICS 3263

[Richard Haupt]

All good points, thanks Don.

[Zach Grant L1011jock]

You would be going down a completely new avenue of a field approval as the STC never applied to the 180 or the 250. It only applied to aircraft that had a 6.00x6 6 ply nose tire originally installed. The TCDS for the 180 and 250 specified only a 4 ply nose tire, and as thus the STC never applied to those aircraft. Now with that said, other than the small decrease in speed and slightly lowered prop clearance (but still adequate as the flat strut/flat tire prop clearance does not change), there is no real downside of installing the 15x6.00/6 and it mounts nicely on the existing wheel. Most people would never notice the different tire, let alone say anything about it, but there are some that would issue an airworthiness finding on the spot. Remember it is up to the pilot in command to ensure the airworthiness of the aircraft every time you go fly...

[Richard Haupt]

Copy all, thanks. I have found I have higher priorities to throw money at.

Does anyone have experience with lubricating the dual fuel selectors on a tip tank single? My left hand valve has become too stiff for comfort. I was hoping I don't have to pull up the floor and drop the valve, but after removing the dog dish and making a vain attempt at tugging on the flats on the valve top w/no joy (and not wanting to break anything), I surmise I have to empty fuel and remove the valve to do mx on it. The AMM only talks abut removing the fuel valve, and that's a stock valve.

I'll look at the STC paperwork for guidance too. It's one of those chores where once done, it's no longer a mystery. Thx R