Folks,
This thread was more than a year ago. At the risk of having a rehash, what new has been learned sine spring 2012?
At the risk of confusing a lack of data, which proves nothing, with actual numerical data, I'm slowly coming to believe the device is working to prevent the flip overs. So far I've only heard of one person flipping an A model (a 9A I believe). Field conditions were so poor that the problem was almost certainly the decision to land several inches of mud, and not with any hardware (i.e., the plane or the Anti-Splat device). I have read that the pilot admitted this, too.
Prior to the Anti-Splat device, flip overs were reported fairly regularly. These reports seem to have faded into the background now. There are lots of possible explanations but evaluating the device with a finite element analysis suggests it should at least help, if not work well, and then applying occam's razor (basically, the simplest explanation is probably correct), I'm growing in my confidence that the thing really works - and I started out somewhat skeptical.
As both a 9A pilot who occasionally lands on grass (and loves it) and as a 9A builder, I've spent a lot of time pondering the top (and perfecting my landings). It has intrigued me that no one at Van's ever flipped an A model and they fly them on grass. Add Vlad to that mix because he hunts out grass strips and has not flipped his 9A and it makes me think technique is really important. Landing flat is not acceptable. You need to land on the mains as slow as possible and then keep the nose gear off as long as absolutely possible, and apply brakes gently, and only if necessary. I find keeping that stick all the way back after the nose gear settles to be challenging. I flew a Cherokee for 13 years and you could relax the yoke after the nose wheel settled - the strut and shock could take it (even on grass). It's a hard habit to break...and one I wish I never developed.
I've flow with Vlad and I can assure you he is skilled at getting the nose wheel off the ground fast when taking off, and keeping it off when landing. He coached me early on when I was learning the habits of a 9A. I've heard plenty of other comments second hand from folks who've taken transition training, and it's always the same thing - only taxi with the nose wheel and keep as much weight off it as possible.
Based on all of this, I am of the opinion that the A nose wheel planes are adequate as designed but they are not tolerant of any abuse - even inadvertent abuse. The Anti-Splat nose job adds a margin of safety that will allow at least a moderate amount of abuse - or a lapse in concentration (stick not full back) that would result in abuse.
To be abundantly clear - this is just my opinion. I may well be mistaking a lack of data for data...but ask yourself, if the nose job worked, what would flip over reports look like AND ask what the flip over reports would look like if it didn't work? The nose job is on my "to buy" list but I have not gotten there yet.