Ken I did that for two reasons. The first is that gear is so long and wide track that a single strap was far to flexible and the second reason is it gave me three different but adjustable positions to increase or decreas the wheel base by up to three inchs total. For the Ground Pounder gear I ended up at the rearmost position which is about two inchs aft of the stock main gear. I was just barely able to rotate for the proving flight to demonstrate flight capability.

Here is a picture of my Schneider Sport that I used something similar for a differnt reason and it is related to this discussion. The purpose in doing this (agine gave me three possible axle positions aft of where this gear was first placed. This airplane is of course a seaplane and the wheeled gear is only a non scale like after thought. It was too far forward and this made the airplane a hopeless Boinger. Ya know like boing, boing boing on landings. At the rearmost position the ship mellowed out beautifully.

When converting an airplane like GP has the for and aft position of the main gears footprint in relation to the airplane CG is very important. Thing to look for if the gear is too far forward: the airplane will be more directionally unstable during takeoff and landing. In addition it will be difficult to do touchdown without bouncing (a Boinger) .

When the gear has been placed more to the rear The directional stability will be much improved and the bouncing tendencys during landings will become benign but the airplane will nose over easily especially if good elevator technique is not used during taxi. Actually the very best ground handling and landing behavior is when the mains are exactly at the CG as was the practice of some late forties gliders. Of course the problem with that is its darn hard to keep the propellor from hitting the ground if ya got one.

John