Technical Tip: Can You Stop Nose Gear Shimmy?

McFarlane Aviation offers some tips


“A Cessna nose wheel is supposed to shimmy.”

“You can’t really stop it.”

“All the Pipers do it.”

You have heard similar comments many times. My response is always the same question. “Did it shimmy when it was new?” Nose gear shimmy is destructive and not normal, and yes, it can be stopped. Never allow any amount nose gear shimmy to continue. The quicker you take action, the easier it will be to stop it. I would like to share with you our experience in solving this problem.

I’ll explain the routine detail of what to look for and how to fix the mechanical issues that allow shimmy to get started in a minute. First, let’s talk about the physics of nose gear shimmy. Years ago and after a lot of frustration by us and our customers and a lot of experimenting, we discovered what was causing our shimmy problems. We observed that uncorrectable nose gear shimmy seemed to only happen on hard surface runways and rarely on turf runways. Our customers reported that they could stop the shimmy by either taking weight off the nose gear with the elevator or applying the brakes, putting more weight on the nose gear.

It didn’t seem logical that just changing the weight on the nose gear could affect shimmy since the airplane is designed to function with different loading on the nose gear and the weight change does not significantly change the nose gear geometry. We guessed that our customer’s shimmy might have been stopped by the fact that the changing nose weight also changed the tire shape. We assumed that when the tire shape changes so does the contact profile of the tire to the runway. We had already done all of the normal things to perfect the nose gear and shimmy dampening system rigging and mechanicals. The customer’s tire seemed fine with no unusual wear patterns that could be detected. We still had shimmy! In frustration, an experiment was done by removing some tread rubber from the tire. It did not seem to be a logical solution, but it worked. The shimmy went away!

There are some interesting dynamics going on during the shimmy action (besides trying to vibrate your airplane apart). When the nose tire is shimmying down the runway it is oscillating from pointing left and then pointing right many times per second while the airplane is going straight. The greater the tire angle diverges from straight ahead, the greater the shimmy inertia and energy. Since the oscillations are equal in divergence angle and time duration, the rubber on your tire is being scuffed in a uniform and distinct pattern that repeats itself each revolution of the tire. This wear pattern shape is directly related to the tire shape created by the amount of weight on the nose tire, the tire pressure, and the speed of the aircraft. The frequency of the shimmy is a derivative of these factors.

Braking and landing

You might have noticed a braking feel to the airplane when severe shimmying is happening. The braking is from the nose tire skidding sideways during the more extreme angle divergent portion of the shimmy cycle. Since shimmy generally takes place for a short time, the early stages of this wear pattern are microscopic and hard to detect visually or by feeling the tire tread by hand. After the first shimmy, the then created wear pattern tends to start the oscillating action when the airplane speed and nose gear weight matches the speed and weight that the airplane was traveling when the shimmy wear pattern was created.

You might have noticed that shimmy starts at about the same landing or taxiing speed each time. The results are that the shimmy gets worse every time it happens even if the mechanical issues that let it start shimmying the first time have been corrected and the shimmy dampener is working and trying to do its job. The shimmy dampener simply is not strong enough to prevent shimmy when a nose tire has an established shimmy wear pattern in the tread. The hidden mystery to this problem is that early shimmy wear patterns in the tire are virtually undetectable.

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