X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 18 Sep 2007 20:13:12 -0400 Message-ID: X-Original-Return-Path: Received: from ms-smtp-07.texas.rr.com ([24.93.47.46] verified) by logan.com (CommuniGate Pro SMTP 5.1.12) with ESMTP id 2337946 for lml@lancaironline.net; Tue, 18 Sep 2007 13:28:17 -0400 Received-SPF: none receiver=logan.com; client-ip=24.93.47.46; envelope-from=schaefer@rts-services.com Received: from Master.RTS-Services.com (cpe-70-113-90-126.austin.res.rr.com [70.113.90.126]) by ms-smtp-07.texas.rr.com (8.13.6/8.13.6) with ESMTP id l8IHRcAs028329 for ; Tue, 18 Sep 2007 12:27:38 -0500 (CDT) Received: from RTSLaptop (cpe-70-113-90-126.austin.res.rr.com [70.113.90.126]) (authenticated bits=0) by Master.RTS-Services.com (8.13.1/8.13.1) with ESMTP id l8IHQWHP010727 (version=TLSv1/SSLv3 cipher=RC4-MD5 bits=128 verify=NO) for ; Tue, 18 Sep 2007 12:26:33 -0500 From: "Richard T. Schaefer" X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] Swedish hydraulic oil problem X-Original-Date: Tue, 18 Sep 2007 12:27:08 -0500 X-Original-Message-ID: <004501c7fa19$23d97a10$680aa8c0@RTSLaptop> MIME-Version: 1.0 Content-Type: multipart/related; boundary="----=_NextPart_000_0046_01C7F9EF.3B037210" X-Mailer: Microsoft Office Outlook 11 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3138 Thread-Index: Acf4tUOVYqATUvS0QCyJxsLOxsrCvgBYVJIg In-Reply-To: X-Spam-Score: -0.667 () AWL,BAYES_00,DYN_RDNS_AND_INLINE_IMAGE,DYN_RDNS_SHORT_HELO_HTML,DYN_RDNS_SHORT_HELO_IMAGE,HTML_MESSAGE,RDNS_DYNAMIC,SHORT_HELO_AND_INLINE_IMAGE X-Scanned-By: MIMEDefang 2.58 on 192.168.10.101 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0046_01C7F9EF.3B037210 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0047_01C7F9EF.3B085410" ------=_NextPart_001_0047_01C7F9EF.3B085410 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Christer, The leak in the hydraulics you described should not have drained the reservoir. There is a check valve between the manifold and the pump/reservoir. If you develop a leak in flight, the pump will engage. You should hear it. If this lasts more than a second or two you should disable the pump, plan to land, and re-enable the pump prior to lowering the gear. The pump coming on during flight is usually caused by the oil cooling and the pressure dropping. If it comes on many times or for extended periods you are probably leaking fluid . r.t.s. _____ From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Wretlind Family Sent: Sunday, September 16, 2007 6:01 PM To: lml@lancaironline.net Subject: [LML] Swedish hydraulic oil problem Lancair IV fellows! I have the one and only Lancair IV in Sweden. First flight on May 11 and now undergoing a 50 hour testflight before final approvement by our EAA. Yes! in Sweden EAA grants this permission and not the official swedish flightauthorities. The testflying is a hard procedure so far. Every flight creates a new little problem that has to be fixed before next testflight. So far only flew 16 hours of the 50 and soon arrives winter with snow and ice on tarmac and a Lancair IV is totally impossible to taxi on ice. One day when opening the hangardoor whole floor was covered by hydraulic oil. Flight before nothing was indicating to be faulty. After a normal landing I taxied back to the hangar. Nothing special was discovered when the aircraft was pushed into the hangar. After inspection two days later we found that the left main gear hydraulic cylinder was leaking. The leakage caused to drain the oiltank of the hydralic pump. The high pressure in the system from the small pressuretank helped to blow out all the oil. If the leakage had occured in the air when bringing down the main gear during landing then the left main gear should not have reached the looked position before all oilpressure had disapeared. When we began to check the reason for this leakage we found a damaged sealingring on the piston rod. A closer look to the sealingring shows four marks on it. Have a look at enclosed pic. We think that this damage occured when the sealingring was mounted on the piston rod. The reason for that is that the rod has a sharp square cutout at the end to make it possible to turn the rod with a monkey wrench. We think that the packing was damaged when pushing it over the square cutout when mounting it on the rod. When removing the right hydralic cylinder we found the same damage on the packing even there. It was probably only a matter of time before this ring should begin to leak and this time maybe the gear could not have been loocked. Landing on the belly creates a lot of damage. Assembling of these hydraulic cylinders are presumably made by some phillipin who does not feel any responsability for his job. Lancair in Redmond obviously does not check that these very important parts are correct mounted. The kit to this aircraft was delivered late 2000. If this bad mounting exist on other hydraulic cylinders many accidents might occur or maybe have already occured. How many of you Lancair IV colleges have faced the same problem? It is time to publish a warning. Lancair technical department is advised of this problem but I haven't so far got any reaction from them. This case creates another question. If the hydraulic oil disappears during flight what kind of emergency procedure to you have then? It is good to have a handdriven pump when the mainpump fails but to what use if no oil in the system. Last question: On the pic you see the small red pressure cylinder that is mounted in connection with the hydraulic oil system. Can anybody tell me when you need the function of that little pressure tank. As I understood it the high pressure in the small should be enough to lower and lock the gears if main pump fails. But then you have your manual handle to pump down the gears with. So what is the use for this pressure tank? It should be filled with high pressure nitrogen but there is no info in kit instruction how high. Anybody knows that? Christer Wretlind Box 29 179 03 Stenhamra Sweden Tel +46-856044100 Fax +46-856044103 Cell +46-703777212 ------=_NextPart_001_0047_01C7F9EF.3B085410 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Message

Christer,

      =       The leak in the hydraulics you described should not have drained the = reservoir. There is a check valve between the manifold and the pump/reservoir. If = you develop a leak in flight, the pump will engage. You should hear it. If = this lasts more than a second or two you should disable the pump, plan to = land, and re-enable the pump prior to lowering the gear. The pump coming on during = flight is usually caused by the oil cooling and the pressure dropping. If it = comes on many times or for extended periods you are probably leaking fluid = …

 

r.t.s. =  

 

From: = Lancair Mailing List = [mailto:lml@lancaironline.net] On Behalf Of Wretlind Family
Sent: Sunday, September = 16, 2007 6:01 PM
To: = lml@lancaironline.net
Subject: [LML] Swedish = hydraulic oil problem

 

 

=

Lancair IV fellows!

 

I have the one and only Lancair IV in = Sweden. First flight on May 11 and now undergoing a 50 hour testflight before final approvement by our EAA. Yes! in Sweden EAA grants this permission = and not the official swedish flightauthorities. The testflying is a hard = procedure so far. Every flight creates a new little problem that has to be fixed = before next testflight. So far only flew 16 hours of the 50 and soon arrives = winter with snow and ice on tarmac and a Lancair IV is totally impossible to taxi on = ice.

 

One day when opening the hangardoor whole floor was = covered by hydraulic oil. Flight before nothing was indicating to be = faulty. After a normal landing I taxied back to the hangar. Nothing = special was discovered when the aircraft was pushed into the hangar. After inspection two days later we found that the left main gear = hydraulic cylinder was leaking. The leakage caused to drain  the oiltank = of the hydralic pump. The high pressure in the system from the small = pressuretank helped to blow out all the oil. If the leakage had occured in = the air when bringing down the main gear during landing then the = left main gear should not have reached  the looked position before = all oilpressure had disapeared.

 

When we began to check the reason for this leakage we = found a damaged sealingring on the piston rod. A closer look to the sealingring shows four marks on it. Have a look at enclosed pic. We think that this damage occured when = the sealingring was mounted on the piston rod. The reason for that is that the rod has a = sharp square cutout at the end to make it possible to turn the rod with a = monkey wrench. We think that the packing was damaged  when pushing it over = the square cutout  when mounting it on the rod. = When  removing  the right hydralic cylinder we found the same damage on the = packing even there. It was  probably only a matter of time before this ring should begin to leak and this time maybe the gear could not have been loocked. Landing on the belly creates a = lot of damage. Assembling of these hydraulic cylinders are presumably made by = some phillipin who does not feel any responsability for his job. Lancair in = Redmond = obviously does not check that these very important parts are correct = mounted.

 

The kit to this aircraft was delivered late 2000. If this bad mounting exist on other hydraulic cylinders many accidents might occur or maybe have already occured. How many of = you Lancair IV colleges have faced the same = problem?

 

It is time to publish a warning. Lancair = technical department is advised of this problem but I haven't so far got any reaction from them.

 

This case creates another = question.

 

If the hydraulic oil disappears during flight what = kind of emergency procedure to you have then? It is good to have a handdriven = pump when the mainpump fails but to what use if no oil in the = system.

 

Last question: On the pic you see the small red = pressure cylinder that is mounted in connection with the hydraulic oil system. = Can anybody tell me when you need the function of that little pressure tank. = As I understood it the high pressure in the small should be enough to = lower and lock the gears if main pump fails. But then you have your manual handle = to pump down the gears with. So what is the use for this pressure tank? It = should be filled with high pressure nitrogen but there is no info in kit instruction how high. Anybody knows that?

 

 

Christer Wretlind

Box 29

179 03 Stenhamra

Sweden

Tel +46-856044100

Fax +46-856044103

Cell +46-703777212

 

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