X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 17 Jun 2009 18:45:57 -0400 Message-ID: X-Original-Return-Path: Received: from mail.glasair.org ([65.75.24.102] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTPS id 3685188 for lml@lancaironline.net; Wed, 17 Jun 2009 02:06:04 -0400 Received-SPF: none receiver=logan.com; client-ip=65.75.24.102; envelope-from=Bruce@Glasair.org Received: from gray1 by mail.glasair.org (VisNetic.MailServer.v9.1.4.1) with ESMTP id YMW06128 for ; Wed, 17 Jun 2009 02:05:28 -0400 From: "Bruce Gray" X-Original-To: "'Lancair Mailing List'" Subject: RE: [LML] Re: Continuous running hydraulic pump X-Original-Date: Wed, 17 Jun 2009 02:05:25 -0400 X-Original-Message-ID: <4FA792B0C1D243B5B4E1E4A58D8E34D6@gray1> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_05F6_01C9EEF0.14246120" X-Priority: 3 (Normal) X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook, Build 10.0.2627 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.5579 Importance: Normal In-Reply-To: This is a multi-part message in MIME format. ------=_NextPart_000_05F6_01C9EEF0.14246120 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Usually that indicates a high to low internal valve leak. Bruce www.Glasair.org -----Original Message----- From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of Jeffrey Liegner, MD Sent: Tuesday, June 16, 2009 7:16 PM To: lml@lancaironline.net Subject: [LML] Re: Continuous running hydraulic pump More observation: If I leave my flap lever in the neutral position, the hydralic reservoir remains fully pressurized, and next time I fly there's no need for the pump to come on during power up to recharge the system. I understand that some planes/pilots must leave their flap lever in the UP position, or the DOWN position to retain hydralic pressure until the next flight. If I did this, all pressure would be released. Why the difference with what is the same valve? I also have seen the flaps move (briefly) in the opposite direction if lever is positioned just slightly off of neutral, during routine operations; I agree that this is a quirk in the internal valve. Jeff Liegner LIVP This is case of creating a problem that wasn't there. My experience might ease someone's tension in the future. While practicing an approach I got a "check engine" from the Chelton. The indication was low voltage. I quickly saw the hydraulic pump was running continuously. I pulled the hydraulic pump breaker. I got a "gear transition" light so I suspected no hydraulic pressure which was confirmed when I looked at the gauge. I figured the best thing to do was to leave everything as it was and hand pump the gear down and land. This worked just fine. Now the problem was that for the first time in over 600 hours of flying this thing, when I had set the flaps at 10 degrees I had left the flap handle a little out of the detent and the valve was just dumping the high side pressure to the low side and just kept the hydraulic pump running. Some days I think that if every thing is going well I just create a problem for the practice. At least my rebuild of the gear hand pump worked well. Dan Reagan IVP 650 hours ------=_NextPart_000_05F6_01C9EEF0.14246120 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Re: Continuous running hydraulic pump

= Usually that indicates a high to low internal valve = leak.

=  

Bruce
www.Glasair.org

-----Original = Message-----
From: Lancair Mailing = List [mailto:lml@lancaironline.net] On = Behalf Of Jeffrey Liegner, MD
Sent: Tuesday, June 16, = 2009 7:16 PM
To: = lml@lancaironline.net
Subject: [LML] Re: = Continuous running hydraulic pump

 

More = observation:

If I leave my flap lever in the neutral = position, the hydralic reservoir remains fully pressurized, and next time I fly = there's no need for the pump to come on during power up to recharge the system. =

 

I understand that some planes/pilots must = leave their flap lever in the UP position, or the DOWN position to retain hydralic = pressure until the next flight.  If I did this, all pressure would be released.  Why the difference with what is the same valve? =

 

I also have seen the flaps move (briefly) in = the opposite direction if lever is positioned just slightly off of neutral, = during routine operations; I agree that this is a quirk in the internal = valve.

 

Jeff Liegner

LIVP

 

 

This is case of creating a = problem that wasn't there.  My experience might ease someone's tension in = the future.

 

While practicing an = approach I got a "check engine" from the Chelton.  The indication was low voltage.  I quickly saw the hydraulic pump was running = continuously.  I pulled the hydraulic pump breaker.  I got a "gear = transition" light so I suspected no hydraulic pressure which was confirmed when I = looked at the gauge.

 

I figured the best = thing to do was to leave everything as it was and hand pump the gear down and = land.  This worked just fine.

 

Now the problem was that = for the first time in over 600 hours of flying this thing, when I had set = the flaps at 10 degrees I had left the flap handle a little out of the = detent and the valve was just dumping the high side pressure to the = low side and just kept the hydraulic pump running.

 

Some days I think that if = every thing is going well I just create a problem for the practice.  At = least my rebuild of the gear hand pump worked well.

 

Dan = Reagan

IVP 650 = hours

 

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