Return-Path: Received: from [65.173.216.66] (account ) by logan.com (CommuniGate Pro WebUser 4.0) with HTTP id 1849343 for ; Thu, 31 Oct 2002 09:53:59 -0500 From: "Marvin Kaye" Subject: Re: [LML] LNC2. GM28 replacement To: lml X-Mailer: CommuniGate Pro Web Mailer v.4.0 Date: Thu, 31 Oct 2002 09:53:59 -0500 Message-ID: In-Reply-To: MIME-Version: 1.0 Content-Type: text/plain; charset="ISO-8859-1"; format="flowed" Content-Transfer-Encoding: 8bit Posted for "Christopher Zavatson" : Bob, I wouldn't get too hung up on the 100# value as a cut-off. My experience has shown that the 100# number has lots of head room built in, provided the rest of the nose gear system is assembled and working properly. As has been discussed here before, too much preload in the pivot bearings or binding in the linkage anywhere throughout its travel is something to be avoided. It can make even a 100# + strut insufficient. I perform all my emergency gear extension tests at 100 KIAS. In an actual emergency I would of course slow down to something like 80, but this higher speed tells me much more about the entire system than just measuring the strut force. Only once in 5 years have I replaced the strut due to low pressure. This was after it failed the extension test at 100KIAS. Slowing down just a few knots allowed the gear to fully extend on its own. At this point the strut was in the neighborhood of 75#. More pressure is a good thing, to a point, but in this case there exist other variables that are of greater significance than a few psi variation in strut pressure. 80,100, or 120psi should all work. If it doesn't there are problems elsewhere that needs to be addressed. The one thing we should not do is crank up the strut pressure to mask other potential issues. If your system is clean, the 100 plus or minus a few will work just fine. When you get a chance, find out at what speed the nose gear fails to extend. I believe that to be a better test of the system. Chris Zavatson N91CZ L360std