X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 10 Jan 2006 21:26:26 -0500 Message-ID: X-Original-Return-Path: Received: from imo-d03.mx.aol.com ([205.188.157.35] verified) by logan.com (CommuniGate Pro SMTP 5.0.6) with ESMTP id 920140 for lml@lancaironline.net; Tue, 10 Jan 2006 09:24:28 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.157.35; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d03.mx.aol.com (mail_out_v38_r6.3.) id q.288.3dc769e (16781) for ; Tue, 10 Jan 2006 09:23:37 -0500 (EST) From: Sky2high@aol.com X-Original-Message-ID: <288.3dc769e.30f51d68@aol.com> X-Original-Date: Tue, 10 Jan 2006 09:23:36 EST Subject: Re: [LML] Re: LNC2 Nose Gear Gas Spring X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1136903016" X-Mailer: 9.0 Security Edition for Windows sub 5300 X-Spam-Flag: NO -------------------------------1136903016 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 1/10/2006 12:21:45 A.M. Central Standard Time, marv@lancaironline.net writes: The hydraulic pump apparently didn't want to run when in the air. At least I got no yellow "running" lamp. It had run on retraction less than 15 minutes previously. The alternate extension got the mains down, but not the nose (at least not locked). I tried cycling the switch several times to no avail. The weather was coming back in, so I didn't have a lot of time to play around. This evening I dropped by the hangar, flipped the battery switch on and the hydraulic pump ran constantly, as if the alternate extension bypass were open. It wasn't. It will be several weeks before I get quality time on the airplane, since I have some traveling to do. I'll let the list know what I find. Naf, 1. Did you get a blip from the pump (down pressure restoration) when you first turned the master switch on? 2. Have you recently done things requiring you to pull the pump breaker but not the relay breaker while working on the plane with the master switch on? 3. What is the result of testing the down relay operation (i.e. is it stuck in the open position)? 4. The light is powered from the relay contactor. Is the light bulb burned out? 5. Your note that one check had the pump constantly running (what direction?) but the dump valve was closed - puzzling. Did the light come on? Verrrry Interrrrresting! Side Note: Just a few days ago I installed a new gas spring in the nose gear because the old one was down to maybe 20 lbs of force. I also had noticed that recently the nose gear did not instantly lock (lock first) upon lowering the gear on approach. This is the 3rd one since the first flight, over an operational period of 9 years, 680 flight hours and 800 cycles. I replaced the canopy struts since they were weak too. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1136903016 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 1/10/2006 12:21:45 A.M. Central Standard Time,=20 marv@lancaironline.net writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>The=20 hydraulic pump apparently didn't want to run when in the air. At=20 least
I got no yellow "running" lamp. It had run on retrac= tion=20 less than 15
minutes previously. The alternate extension g= ot=20 the mains down, but not the
nose (at least not locked). I=20 tried cycling the switch several times to no
avail. The=20 weather was coming back in, so I didn't have a lot of time to
pl= ay=20 around.

This evening I dropped by the hangar, flipped= the=20 battery switch on and the
hydraulic pump ran constantly, as if t= he=20 alternate extension bypass were
open. It wasn't. It=20= will=20 be several weeks before I get quality time on the
airplane, sinc= e I=20 have some traveling to do. I'll let the list know what I
=20 find.

Naf,

1. Did you get a blip from the pump (down pressure=20 restoration) when you first turned the master switch on?

2. Have you recently done things requiring you to pull the pump breaker= but=20 not the relay breaker while working on the plane with the master switch=20 on?

3. What is the result of testing the down relay operation (i.e. is it s= tuck=20 in the open position)?

4. The light is powered from the relay contactor. Is the light bul= b=20 burned out?

5. Your note that one check had the pump constantly running (what= =20 direction?) but the dump valve was closed - puzzling. Did the lig= ht=20 come on?

Verrrry Interrrrresting!

Side Note:

Just a few days ago I installed a new gas spring in the nose gear becau= se=20 the old one was down to maybe 20 lbs of force. I also had noticed= =20 that recently the nose gear did not instantly lock (lock first) upon=20 lowering the gear on approach. This is the 3rd one since the first=20 flight, over an operational period of 9 years, 680 flight hours an= d=20 800 cycles. I replaced the canopy struts since they were weak too.=20

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

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