X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 16 Aug 2010 09:19:18 -0400 Message-ID: X-Original-Return-Path: Received: from imr-ma04.mx.aol.com ([64.12.206.42] verified) by logan.com (CommuniGate Pro SMTP 5.3.8) with ESMTP id 4432367 for lml@lancaironline.net; Mon, 16 Aug 2010 08:56:05 -0400 Received-SPF: pass receiver=logan.com; client-ip=64.12.206.42; envelope-from=Sky2high@aol.com Received: from imo-ma03.mx.aol.com (imo-ma03.mx.aol.com [64.12.78.138]) by imr-ma04.mx.aol.com (8.14.1/8.14.1) with ESMTP id o7GCtFFj002903 for ; Mon, 16 Aug 2010 08:55:15 -0400 Received: from Sky2high@aol.com by imo-ma03.mx.aol.com (mail_out_v42.9.) id q.d5e.6d62caa4 (37046) for ; Mon, 16 Aug 2010 08:55:08 -0400 (EDT) Received: from magic-m27.mail.aol.com (magic-m27.mail.aol.com [172.20.22.200]) by cia-db03.mx.aol.com (v129.4) with ESMTP id MAILCIADB034-90b64c69352c1dc; Mon, 16 Aug 2010 08:55:08 -0400 From: Sky2high@aol.com X-Original-Message-ID: <10105.56cc227b.399a8f2c@aol.com> X-Original-Date: Mon, 16 Aug 2010 08:55:08 EDT Subject: Re: [LML] LNC2 Over Center Link X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_10105.56cc227b.399a8f2c_boundary" X-Mailer: AOL 9.5 sub 155 X-AOL-IP: 24.15.17.119 X-Spam-Flag:NO X-AOL-SENDER: Sky2high@aol.com --part1_10105.56cc227b.399a8f2c_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Steve, Actual gear operation is not the problem - it is the nose gear contact with the ground over rough surfaces, hard landings and high speed turns that stress the supposed regidly held landing gear legs/struts, linkages and attach points. Grayhawk In a message dated 8/16/2010 7:46:53 A.M. Central Daylight Time, steve.veach@mac.com writes: Thanks Grayhawk, Would you say most guys leave the gear down when they're in the pattern? Steve Steve, There are many 320/360 Lancairs operating with the original link. Assuming the nose gear mounting blocks and spacer allow proper operation, the main problem can occur at the nose-gear-tab and final over-center-link connecting bolt since the bolt-tab-link are bearing surfaces. The problem shows itself as looseness of this connection that can lead to failure. Think about operating on rough surfaces and the beating that this connection would take as it becomes looser and looser. 0. Rigging - the gas spring should exert enough pressure that one should have to muscle the last half inch of the raising the link assembly to allow the bolt to go through it and the tab. The nose gear actuator must reach its own physical stop without putting undue pressure on the link - it should just stop the link from coming undone when over center. Excess pressure can lead to failure - especially at the top of the nose gear wheel well where the actuator is attached. 1. At each annual the looseness condition can be checked while the aircraft is on jacks by wiggling the nose gear fwd and aft. It shouldn't wiggle. 2. The bolt length specified by Lancair is too short and bolt threads can quickly wear down against the tab hole. Using extra washers, make sure the body of the bolt is bearing on both tabs. Replace this bolt if it becomes worn (excessive practice landings ;-)). 3. Of course, one should be using a drilled bolt and castle nut since the bolt may turn. It should be only tightened enough that there is no added friction between the tab and link. 4. Keep this joint lubricated -- I am fortunate (?) that my engine produces a minor nuisance oil leak - just enough to keep the nose gear system oily. Grayhawk = --part1_10105.56cc227b.399a8f2c_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

Steve,

Actual gear operation is not the problem - it is the nose gear c= ontact=20 with the ground over rough surfaces, hard landings and high spee= d=20 turns that stress the supposed regidly held landing gear legs/struts, link= ages=20 and attach points.

Grayhawk

In a message dated 8/16/2010 7:46:53 A.M. Central Daylight Time,=20 steve.veach@mac.com writes:

Thanks Grayhawk,

Would you say most= guys=20 leave the gear down when they're in the pattern?

Steve

Steve,

There are many=20 320/360 Lancairs operating with the original link. Assuming= the=20 nose gear mounting blocks and spacer allow proper operation, the main pr= oblem=20 can occur at the nose-gear-tab and final over-center-link connectin= g bolt=20 since the bolt-tab-link are bearing surfaces. The problem sho= ws=20 itself as looseness of this connection that can lead to failure.&nb= sp;=20 Think about operating on rough surfaces and the beating that this connec= tion=20 would take as it becomes looser and looser.

0. Rigging - the gas= spring=20 should exert enough pressure that one should have to muscle the last hal= f inch=20 of the raising the link assembly to allow the bolt to go through it and= =20 the tab. The nose gear actuator must reach its own physical= stop=20 without putting undue pressure on the link - it should just stop the lin= k from=20 coming undone when over center. Excess pressure can lead to failur= e -=20 especially at the top of the nose gear wheel well where the actuato= r is=20 attached.

1. At each annual the looseness condition can be checked while= the=20 aircraft is on jacks by wiggling the nose gear fwd and aft. = It=20 shouldn't wiggle.

2. The bolt length specified by Lancair is too short and bolt threa= ds can=20 quickly wear down against the tab hole. Using extra wash= ers,=20 make sure the body of the bolt is bearing on both tabs. Replace th= is=20 bolt if it becomes worn (excessive practice landings ;-)).

3. Of course, one should be using a drilled bolt and cast= le nut=20 since the bolt may turn. It should be only tightened enough that= there=20 is no added friction between the tab and link.

4. Keep this joint lubricated -- I am fortunate (?) that my en= gine=20 produces a minor nuisance oil leak - just enough to keep the nose gear= system=20 oily.

Grayhawk
=3D

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