X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml Date: Thu, 23 Nov 2006 09:28:47 -0500 Message-ID: X-Original-Return-Path: Received: from bay0-omc3-s3.bay0.hotmail.com ([65.54.246.203] verified) by logan.com (CommuniGate Pro SMTP 5.1.2) with ESMTP id 1595666 for lml@lancaironline.net; Thu, 23 Nov 2006 00:21:32 -0500 Received-SPF: pass receiver=logan.com; client-ip=65.54.246.203; envelope-from=gary21sn@hotmail.com Received: from hotmail.com ([65.54.250.83]) by bay0-omc3-s3.bay0.hotmail.com with Microsoft SMTPSVC(6.0.3790.1830); Wed, 22 Nov 2006 21:21:09 -0800 Received: from mail pickup service by hotmail.com with Microsoft SMTPSVC; Wed, 22 Nov 2006 21:21:09 -0800 X-Original-Message-ID: Received: from 71.34.244.246 by BAY115-DAV11.phx.gbl with DAV; Thu, 23 Nov 2006 05:21:07 +0000 X-Originating-IP: [71.34.244.246] X-Originating-Email: [gary21sn@hotmail.com] X-Sender: gary21sn@hotmail.com From: "Gary Edwards" X-Original-To: "Lancair Mailing List" References: Subject: Re: Electrical /Hydraulic systemquestionslancair235/320 X-Original-Date: Wed, 22 Nov 2006 21:21:05 -0800 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0175_01C70E7C.1ED2BF10" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: MSN 9 X-MimeOLE: Produced By MSN MimeOLE V9.50.0034.2000 Seal-Send-Time: Wed, 22 Nov 2006 21:21:05 -0800 X-OriginalArrivalTime: 23 Nov 2006 05:21:09.0329 (UTC) FILETIME=[2EFE0410:01C70EBF] X-Original-Return-Path: gary21sn@hotmail.com This is a multi-part message in MIME format. ------=_NextPart_000_0175_01C70E7C.1ED2BF10 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Chris, Scott, Bob, Earl, Randy, Et Al=20 Chris, as you say, I will not attempt to try either of those suggestions = for slowing the nose gear extension. The kit number of my plane from late 1987 was 212. I have the original = pump and it has worked fine with no problems (as I reported on this = subject on the LML on 8/29/06. In November 1999 I sent my pump to = Oildyne (Ed Vanhecky not there now - sorry to say - very knowledgeable) = for their recommended upgrades ($125). They installed the "back = pressure modification". =20 The pump is number 1427 which indicates the 142 day of 1987. Scott, = your original pump is number 829 which is the 82nd day of 1989. I do = not have handy the original part numbers before the modification. The = revised part number after the "back pressure modification" is: R-640788 = and 108AA19-ALBSP-3VT. Earl, the numbers are on the side of the pump, = so good luck reading them (maybe with a mirror). My pump operates as described by Bob. With the reservoir filled to the = full mark on the dip stick when the gear is retracted, I have never had = any fluid overflows. It is noted that there is not much difference in = distance between the high and low marks on the dip stick in the small = round reservoir. With that in mind it doesn't appear that very much = fluid moves to and from the reservoir.=20 Gary Edwards LNC2 N21SN Medford, Oregon =20 Many moons ago I read about changes that were made in the pump = supplied to Lancair. Oildyne has many options available. We even used one = here at work for a back-up steering system. I am really only familiar with the last supplied configuration. I am curious to know what part = number was supplied in 235 kits and when the change may have occured. Is = your pump the original supplied with the kit? The part number will reveal any configuration differences. I can certainly envision a = configuration that bleeds off fluid easily in both directions to produce the = behavior you describe. If there are different versions out there, knowing what they are will help in discussing hydraulic system issues. =20 Chris ------=_NextPart_000_0175_01C70E7C.1ED2BF10 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Chris, Scott, Bob, Earl, Randy, Et Al 
 
Chris, as you say, I will not attempt to try either of those = suggestions=20 for slowing the nose gear extension.
 
The kit number of my plane from late 1987 was 212.  I = have the=20 original pump and it has worked fine with no problems (as I reported on = this=20 subject on the LML on 8/29/06.  In November 1999 I sent my pump to = Oildyne=20 (Ed Vanhecky not there now - sorry to say - very knowledgeable) for = their=20 recommended upgrades ($125).  They installed the "back pressure=20 modification". 
 
The pump is number 1427 which indicates the 142 day of=20 1987.  Scott, your original pump is number 829 which is the = 82nd day=20 of 1989.  I do not have handy the original part numbers before the=20 modification.  The revised part number after the "back pressure=20 modification" is:  R-640788 and 108AA19-ALBSP-3VT.  Earl, the = numbers=20 are on the side of the pump, so good luck reading them (maybe with a=20 mirror).
 
My pump operates as described by Bob.  With the reservoir = filled to=20 the full mark on the dip stick when the gear is retracted, I have never = had any=20 fluid overflows.  It is noted that there is not much difference in = distance=20 between the high and low marks on the dip stick in the small round=20 reservoir.  With that in mind it doesn't appear that very much = fluid moves=20 to and from the reservoir. 
 
Gary Edwards
LNC2 N21SN
Medford, Oregon
 
  
Many=20 moons ago I read about changes that were made in the pump = supplied
to=20 Lancair.  Oildyne has many options available.  We even used = one=20 here
at work for a back-up steering system.  I am really only = familiar=20 with
the last supplied configuration.  I am curious to know = what part=20 number
was supplied in 235 kits and when the change may have = occured. =20 Is your
pump the original supplied with the kit?  The part = number will=20 reveal
any configuration differences.  I can certainly = envision a=20 configuration
that bleeds off fluid easily in both directions to = produce=20 the behavior
you describe.  If there are different versions = out there,=20 knowing what
they are will help in discussing hydraulic system=20 issues. 
Chris
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