Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Wed, 09 Feb 2005 16:30:44 -0500 Message-ID: X-Original-Return-Path: Received: from mta-out-1.udlp.com ([207.109.1.8] verified) by logan.com (CommuniGate Pro SMTP 4.3c1) with ESMTP id 722623 for lml@lancaironline.net; Wed, 09 Feb 2005 16:15:40 -0500 Received-SPF: pass receiver=logan.com; client-ip=207.109.1.8; envelope-from=Christopher.Zavatson@udlp.com Received: from asdmngwia.mpls.udlp.com (asdmngwia.mpls.udlp.com [10.1.62.22]) by mta-out-1.udlp.com (8.12.10/8.12.10) with ESMTP id j19JATu2003583 for ; Wed, 9 Feb 2005 13:10:29 -0600 Received: from DM-MN-06-MTA by asdmngwia.mpls.udlp.com with Novell_GroupWise; Wed, 09 Feb 2005 15:14:51 -0600 X-Original-Message-Id: X-Mailer: Novell GroupWise Internet Agent 6.0.2 X-Original-Date: Wed, 09 Feb 2005 15:14:49 -0600 From: "Christopher Zavatson" X-Original-To: Subject: [LML] Re: Hydraulic pressure:LNC2 Mime-Version: 1.0 Content-Type: text/plain; charset=US-ASCII Content-Transfer-Encoding: quoted-printable Content-Disposition: inline Mike, I have watched the increase occur while flying from cooler to warmer air, = both on long trips with sizable changes in OAT or in descents from high = altitudes. On the flip side, I have watched the pressure decrease in = rapid climbs to 18k, sufficient to cause the pump to recharge, then hold = steady for the next four hours. Another variable is heating of the nose = gear hydraulic cylinders by engine cooling air. Not all wheel tunnels are = blocked off around the nose gear. Even those that are, may still allow a = lot of warm air into the wheel well. On a typical flight one might see = two cylinders get warmer and four cylinders get cooler. =20 I would bet a lot of these factors cancel each other out most of the time. It would appear the cracking pressure of the relief valve is higher than = its nominal setting. If I remember, I'll do a bench test this weekend to = check this out. Chris Zavatson N91CZ 360 std