[Tim Morris]

Translation: It's interesting to note that I've already seen modified (or "reversed") nose landing gear configurations on some light aircraft at European airshows, although I haven't always fully understood their purpose. From the photo in your first message, it seems that this primarily alters the ground geometry and the position of the nose wheel's contact patch, which can affect taxiing stability and turning behavior, rather than creating a nose-down attitude per se. As an engineer, I would first look at the center of gravity. Not because the landing gear configuration itself changes the center of gravity, but because it directly influences the stability margins around that center. With this in mind, did you reweigh the aircraft after the modification to verify that you're still within the manufacturer's specified center of gravity limits? I'm drawing an analogy here with aircraft that have tricycle landing gear. Of course, on the Rotorway A600 or other helicopters equipped with skids, the situation is different since the aircraft rests on skids and not wheels. From a regulatory standpoint, I also have some questions: depending on the relevant authorities and the classification of the modification, this type of change (which could affect ground geometry and maneuverability) may require a technical reassessment and, if necessary, a dedicated flight test program. In Ireland, for example, the IAA (Irish Civil Aviation Authority) generally carefully examines any modification that could affect flight characteristics or safety margins, proceeding on a case-by-case basis. I am not questioning the modification itself at all; I simply want to better understand its technical and administrative implications. Thank you in advance for your clarification.