Incoming thread drift... Anyone know the largest size tire that will fit on a standard 1957 182 fork?

TxKiger wrote:Incoming thread drift... Anyone know the largest size tire that will fit on a standard 1957 182 fork?

Would you mind telling us why you think you need a larger tire?








Just kidding.

TxKiger wrote:Incoming thread drift... Anyone know the largest size tire that will fit on a standard 1957 182 fork?

Not sure about the 182 but my 56 172 would not take anything larger than a 5.00x5. Check the parts book and see what options it shows. Thats your best bet

Jeredp wrote:

TxKiger wrote:Incoming thread drift... Anyone know the largest size tire that will fit on a standard 1957 182 fork?

Not sure about the 182 but my 56 172 would not take anything larger than a 5.00x5. Check the parts book and see what options it shows. Thats your best bet

I think you are right.

To go next size bigger you will need a standard Cessna HD fork or a 310 fork.

Lol at nosedragger... Thank you Jared and Tango for the info. That's what i thought but I wasn't quite sure.

TxKiger wrote:Lol at nosedragger... Thank you Jared and Tango for the info. That's what i thought but I wasn't quite sure.

Fyi, I just saw a heavy cessna fork with a 7.00x6 and an airglas fork for sale on anchorage craigslist

Jeredp wrote:

TxKiger wrote:Lol at nosedragger... Thank you Jared and Tango for the info. That's what i thought but I wasn't quite sure.

Fyi, I just saw a heavy cessna fork with a 7.00x6 and an airglas fork for sale on anchorage craigslist

Thanks for the heads up. Looks like a good price, but I've got money tied up in a sportsman stol and a soon to be engine overhaul at the moment...

What is the difference between the heavy duty Cessna and the airglass fork?

WWhunter wrote:What is the difference between the heavy duty Cessna and the airglass fork?

The HD Cessna fork can run up to a 7.00-6 (depending on manufacturer), the Airglas fork will handle an 8.50-6. The HD Cessna fork is basically a bolt on, the Airglas requires the nose strut to be shortened. That and some extra $$$ for the Airglas.

WWhunter wrote:What is the difference between the heavy duty Cessna and the airglass fork?

The Cessna HD fork comes in basically 2 varieties. A one piece cast version that looks fairly similar to a small fork. and a 2 piece version that has a block that attaches to the strut tube and a fork that attaches to the block.






Here is an Airglas AKA "Landis" and a light duty Cessna fork that should be similar to early 182's with the steering collar above the fork not integrated like most later forks.

The Airglas will take up to an 8.50x6 tire

akaviator wrote:

WWhunter wrote:What is the difference between the heavy duty Cessna and the airglass fork?

The HD Cessna fork can run up to a 7.00-6 (depending on manufacturer), the Airglas fork will handle an 8.50-6. The HD Cessna fork is basically a bolt on, the Airglas requires the nose strut to be shortened. That and some extra $$$ for the Airglas.

And, the Landes fork comes with an STC, which also authorizes larger tires on the mains.

MTV

Thanks guys! The 'Landes fork comes with an STC, which also authorizes larger tires on the mains' is what I was interested in!

Just finished the install on my 172N. The new block fit the strut tube tighter than I assumed. Even with freezing the tube in a cryogenic freezer and warming the block i still had to end up using the press to install. I had asked to have spacers for the brake discs sent, just in case there wasn't enough sidewall clearance. The spacers were wrong for my 40-113 cleveland mains. Luckily i had enough clearance with out using the spacers. Otherwise very straight forward to install. I wish the through bolt they supply was longer and had spacers so a standard cessna towbar could be used. Very happy overall, I flew the plane in to my home hay field to do the conversion with the small tires and got hammered pretty good. I flew out after installing the 850 mains and 800 nose and hardly felt a thing. I was reading about how the 850s have more cross sectional area for flotation than the 800s, but this doesn't appear to be the case the GY 800 supplied seems just as wide as the GY 850. I purchased everything from Todd at Hitchcock Aviation. Well worth the money. Now my plane is stored at home and not at the local airport.

This is an old thread but it's given me good info so I wanted to thank all involved who posted. I just bought a HD fork and 6.00x6 tire for the front. Tracking number says I'll get the nose wheel, fork seal kit, inner tube, and axle assembly, all by the end of this week so I'll be able to have 6.00x6 all around making it look like all 172s should have from the factory to begin with, in my opinion.

By the middle of Spring, early Summer at the latest once the Coastal Bermuda grass grows over it tightly, I'll be operating 95% of the time from a nicely groomed turf runway so I don't expect to need anything bigger.

https://www.backcountrypilot.org/me/my-photos/7580easttexaspilot/photo?albumid=5338&photoid=40662

Mark Y. wrote:Just finished the install on my 172N. The new block fit the strut tube tighter than I assumed. Even with freezing the tube in a cryogenic freezer and warming the block i still had to end up using the press to install. I had asked to have spacers for the brake discs sent, just in case there wasn't enough sidewall clearance. The spacers were wrong for my 40-113 cleveland mains. Luckily i had enough clearance with out using the spacers. Otherwise very straight forward to install. I wish the through bolt they supply was longer and had spacers so a standard cessna towbar could be used. Very happy overall, I flew the plane in to my home hay field to do the conversion with the small tires and got hammered pretty good. I flew out after installing the 850 mains and 800 nose and hardly felt a thing. I was reading about how the 850s have more cross sectional area for flotation than the 800s, but this doesn't appear to be the case the GY 800 supplied seems just as wide as the GY 850. I purchased everything from Todd at Hitchcock Aviation. Well worth the money. Now my plane is stored at home and not at the local airport.

I decided to go with GY800 mains and GY600 nose. You're experience is that I can forget about moving up to the 850 because there isn't a noticeable difference?

BTW it's taking forever for my grass to grow but I finally figured out why so it's not an issue. I've decided to just land on the dirt until it grows and since it's wide enough I can land on one side and then the other to give the growing grass a chance.

I do not find much of a footprint difference between the 850 - 800 goodyears. All struts do not need to be cut when installing the landis fork, only the ones with the separate steering collar. My 172N sat very nose high even with the 800 nose and 850 mains. it would have looked just plain dumb with 850s all around, unless the nose strut was kept flat. Look at the landis pics with 850's all around, very little chrome showing on those struts. I transferred the kit to my 182B, even though it had the hd cessna fork with 6x6 on it. It looks good with the smaller nose tire. Even the taller spring gear wouldn't be enough to keep it from looking strange with an 850 nose tire. I have no desire to run a half flat front strut and have a bigger nose tire.

After reading MANY MANY threads on different forums I went with 600 front and 800 mains for 3 reasons:

1- Some pilots commented that the original brake system rubs against some 850s.

2- 850 tires and tubes are way more expensive than 800s. I mean it was a big difference in price but I didn't see much difference for the 172. A local 182 has 850s and it looks good, just as the 172 looks with 800s.

3- One of the most mentioned reasons to go with this configurations seems to be that by having a smaller front tire the pilot doesn't have to worry about hitting it first or modifying the flare he's used to doing during landing. Sounds reasonable I suppose.

I will be the other voice...I find 850s are a substantial improvement compared to 800s. I have flown Tripacers with 800 mains and mine has 850 mains. Big difference in my opinion.

Troy Hamon wrote:I will be the other voice...I find 850s are a substantial improvement compared to 800s. I have flown Tripacers with 800 mains and mine has 850 mains. Big difference in my opinion.

X2

Sent from my SM-G870W using Tapatalk

EastTexasPilot wrote:...BTW it's taking forever for my grass to grow but I finally figured out why so it's not an issue.....

Forgot to throw the grass seed down?