X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 07 Sep 2012 13:38:58 -0400 Message-ID: X-Original-Return-Path: Received: from hrndva-omtalb.mail.rr.com ([71.74.56.122] verified) by logan.com (CommuniGate Pro SMTP 6.0c1) with ESMTP id 5749265 for lml@lancaironline.net; Fri, 07 Sep 2012 11:37:49 -0400 Received-SPF: none receiver=logan.com; client-ip=71.74.56.122; envelope-from=Wolfgang@MiCom.net X-Original-Return-Path: X-Authority-Analysis: v=2.0 cv=C49rOHz+ c=1 sm=0 a=MHZY6FYWMEQOp7S43i2QIw==:17 a=3Zlka_XeuxsA:10 a=f_ZkDAzIiSUA:10 a=ttCsPuSJ-FAA:10 a=rTjvlri0AAAA:8 a=f5qw7zG_ri8A:10 a=Ia-xEzejAAAA:8 a=ndVRne3UAAAA:8 a=5FIZSGrRAAAA:8 a=1IlZJK9HAAAA:8 a=PlhZzQyVVjYSSFRd1dwA:9 a=QEXdDO2ut3YA:10 a=wR8WdYEwGqoA:10 a=EzXvWhQp4_cA:10 a=Dr9Wx-Q63l4A:10 a=Z1BvOZmT1TIA:10 a=CjxXgO3LAAAA:8 a=yM0Mc133O0s_pDwL754A:9 a=tXsnliwV7b4A:10 a=rC2wZJ5BpNYA:10 a=x0mLEhdcI6ghJkqIEpcA:9 a=HXjIzolwW10A:10 a=dvIeMUh3dxkolpdY:18 a=MHZY6FYWMEQOp7S43i2QIw==:117 X-Cloudmark-Score: 0 X-Originating-IP: 74.218.201.50 Received: from [74.218.201.50] ([74.218.201.50:1429] helo=lobo) by hrndva-oedge04.mail.rr.com (envelope-from ) (ecelerity 2.2.3.46 r()) with ESMTP id 30/31-01227-9A41A405; Fri, 07 Sep 2012 15:37:13 +0000 X-Original-Message-ID: <009a01cd8d0e$a2482cb0$6701a8c0@lobo> From: "Wolfgang" X-Original-To: References: Subject: Re: [LML] Re: Thermal influence on Hydraulic Pressure X-Original-Date: Fri, 7 Sep 2012 11:37:05 -0400 MIME-Version: 1.0 Content-Type: multipart/related; type="multipart/alternative"; boundary="----=_NextPart_000_0096_01CD8CED.1AFD5440" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2180 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2180 This is a multi-part message in MIME format. ------=_NextPart_000_0096_01CD8CED.1AFD5440 Content-Type: multipart/alternative; boundary="----=_NextPart_001_0097_01CD8CED.1AFD5440" ------=_NextPart_001_0097_01CD8CED.1AFD5440 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable I have said it before, removing a pump and taking it apart to fix a = supposed design problem, putting the aircraft down for the duration, is = not always the best solution. After it's apart, you're still looking to = verify your supposition. Installing a fix like mine guarantees a = solution in about 30 minutes. Pilot's choice. 30 minutes is a small = price to pay. Wolfgang ----- Original Message -----=20 From: Chris Zavatson=20 To: lml@lancaironline.net=20 Sent: Thursday, September 06, 2012 8:15 AM Subject: Re: [LML] Re: Thermal influence on Hydraulic Pressure Wolfgang, The =E2=80=98failure to retract=E2=80=99 issue, to which you refer, = sounds like a pump configuration issue. =20 For example, the current pump sold by Lancair for the 320/360/Legacy = contains spool return springs. This configuration has the potential = to lock up due to thermal heating. This configuration is simply not = compatible with the design of the Lancair two-seat hydraulic systems. =20 Lock-up video:http://www.n91cz.com/Hydraulics/NewPumpLockUp_0001.wmv With personnel turn-over at both companies, neither side knows why the = return springs were added. However, both Parker and Lancair agree that = a lock up on the ground is possible with the springs installed. This = lock-up has been experienced by some, including the factory Legacy. It = just has not been reported enough to drive an engineering change at = Lancair. =20 Parker has graciously supplied parts to revert currently sold = =E2=80=9CCZZ=E2=80=9D pumps back to the original 320/360 configuration = with respect to spool operation. I have been forwarding these parts = free of charge to anyone who needs them.=20 See conversion instructions here: = http://www.n91cz.com/Hydraulics/Pump-Unlock.pdf I applaud your ingenuity in devising your circuit. Unfortunately your = energy seems to be a little misplaced. I would prefer to investigate = and fix the root cause of any out of the ordinary behavior-especially on = an airplane! If my engine was burning a quart of oil per hour, the fix = would not to design a gadget that would pump oil from an onboard supply = into the sump and replenish the lost oil. The solution, albeit painful = in the short term, would be to open up the engine, find and fix the = problem and then fly like other engines. I understand that removing a pump, in particular those mounted behind = the baggage bulkhead is no fun. Poor access is a real deterrent for any = maintenance activity. That is simply human nature. In the grand scheme = of things, it is a small price to pay. =20 My offer still stands to examine your (Lorn=E2=80=99s) pump or any = other that is able to lock-up both circuits. I have not yet come across = one that did not have an obvious cause-like the springs mentioned above, = so any such reported behavior of great interest to me and is worth = investigating. =20 Chris Zavatson N91CZ 360std www.N91CZ.net From: Wolfgang To: lml@lancaironline.net=20 Sent: Wednesday, September 5, 2012 9:28 AM Subject: [LML] Re: Thermal influence on Hydraulic Pressure Let's not forget this thermal influence causing non-function can also = happen in reverse. It has been reported that a thermal a soak on the = ground after a cold night can and has caused a failure to retract after = take off. A while back I offered a solution of bumping the pump automatically = whenever both pressure switches, HI and LO, are open due to high = pressure. This would put the system back in normal operation mode = without the need for pilot intervention Wolfgang ----- Original Message -----=20 From: Chris Zavatson=20 To: lml@lancaironline.net=20 Sent: Tuesday, September 04, 2012 7:53 PM Subject: Re: [LML] Re: Thermal influence on Hydraulic Pressure Fred, I wish we had an easy way of bleeding just a wee bit of pressure = without momentarily dumping the gear in cruise. The 320/360 pumps use a non-adjustable thermal relief valve rated at = 2,500 psi. The actual cracking pressure is 2,500 to 2,900 psi. This is = the lowest set-point Parker has available. 2,900 psi is a lot of = pressure for a system that nominally operates at 1,200 psi. Hopefully = the design margin for the cylinders etc. was chosen large enough. The first time I saw a 2,000+ excursion was on the test bench. I = was leak checking a cylinder. The test stand was near the hangar door. = The sun swung around and hit the pressurized clyinder. I dont' know = what the max pressure was since that gauge only went to 2,000 psi. Chris Chris Zavatson N91CZ 360std http://www.n91cz.net/ From: Frederick Moreno To: lml@lancaironline.net=20 Sent: Monday, September 3, 2012 11:54 AM Subject: [LML] Re: Thermal influence on Hydraulic Pressure I have an MPV-50 engine monitor that includes continuous = reading of the hydraulic system pressure on my Lancair IV/ I have = seen the same thing, particularly on a flight that started on a cool = morning departure from my home drome and took us to the desert for a = 110+F day. On descent, pressure rose from its customary 1250 to 1500 = psi at which point Bitching Betty started to complain so I bumped my = speed brakes which are hydraulic, and lowered pressure back down to my = customary range. Same thing sometimes happens in reverse, a hot soak = on the ground, then a climb to 10-11,000 feet for a cool soak, and at = some point the hydraulic pump kicks on to restore pressure to the = desired level. My TR-182 used to the the same thing routinely when = departing Phoenix in the summertime. It is a real effect, and makes one wonder about very high = pressure events arising from FL 270 (say) cold soak terminating in = Phoenix on a July afternoon. Hmmmm.... Fred -------Original Message------- -took this photo after a descent from 16.5k to 1,500 ft. OAT went from 42 to 94 degrees. High Pressure gauge is pegged at 2,000+ psi -Didn't get a photo, but the opposite happened on the ramp in = Spokane. After sitting for an hour, the low pressure gauge was pegged at = 1,200 psi+. Spokane might not be the warmest spot in the country, but = at 85 deg F, it was 55 degrees warmer than the cold soak on the previous = leg. Temperature changes have a big impact on system pressure.=20 Chris Zavatson N91CZ 360std http://www.n91cz.net/ =20 =20 =20 ------=_NextPart_001_0097_01CD8CED.1AFD5440 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable =EF=BB=BF
I have said it before, removing a pump = and taking=20 it apart to fix a supposed design problem, putting the aircraft down for = the=20 duration, is not always the best solution. After it's apart, you're = still=20 looking to verify your supposition. Installing a fix like mine = guarantees a=20 solution in about 30 minutes. Pilot's choice. 30 minutes is a small = price to=20 pay.
 
Wolfgang
 
----- Original Message -----
From:=20 Chris=20 Zavatson
Sent: Thursday, September 06, = 2012 8:15=20 AM
Subject: Re: [LML] Re: Thermal = influence=20 on Hydraulic Pressure

Wolfgang,
The=20 =E2=80=98failure to retract=E2=80=99 issue, to which you refer, sounds = like a pump=20 configuration issue. =20
For example, the current pump = sold by Lancair=20 for the 320/360/Legacy contains spool return springs.    This configuration has = the=20 potential to lock up due to thermal heating.  This configuration is simply = not=20 compatible with the design of the Lancair two-seat hydraulic = systems. 
Lock-up = video:http://ww= w.n91cz.com/Hydraulics/NewPumpLockUp_0001.wmv
With personnel turn-over at both = companies,=20 neither side knows why the return springs were added.  However, both Parker and = Lancair agree=20 that a lock up on the ground is possible with the springs = installed.  This lock-up has been = experienced by=20 some, including the factory Legacy. =20 It just has not been reported enough to drive an engineering = change at=20 Lancair. 
Parker=20 has graciously supplied parts to revert currently sold = =E2=80=9CCZZ=E2=80=9D pumps back to the=20 original 320/360 configuration with respect to spool operation.  I have been forwarding these = parts=20 free of charge to anyone who needs them.
See conversion instructions here: = http://www.n91cz= .com/Hydraulics/Pump-Unlock.pdf
I applaud your ingenuity in = devising your=20 circuit.  Unfortunately = your=20 energy seems to be a little misplaced.   I would prefer to = investigate=20 and fix the root cause of any out of the ordinary behavior-especially = on an=20 airplane!   If my = engine was=20 burning a quart of oil per hour, the fix would not to design a = gadget=20 that would pump oil from an onboard supply into the sump and replenish = the=20 lost oil.  The solution, = albeit=20 painful in the short term, would be to open up the engine, = find and=20 fix the problem and then fly like other engines.
I understand that removing a = pump, in=20 particular those mounted behind the baggage bulkhead is no fun.  Poor access is a real = deterrent for=20 any maintenance activity.  = That is=20 simply human nature.  In = the grand=20 scheme of things, it is a small price to pay. 
My offer still stands to examine = your=20 (Lorn=E2=80=99s) pump or any other that is able to lock-up both = circuits.  I have not yet = come=20 across one that did not have an obvious cause-like the springs = mentioned=20 above, so any such reported behavior of great interest to me and is = worth=20 investigating.
  Chris=20 Zavatson
N91CZ
360std
www.N91CZ.net


From: Wolfgang=20 <Wolfgang@MiCom.net>
To: lml@lancaironline.net =
Sent: Wednesday, September 5, = 2012 9:28=20 AM
Subject: [LML] = Re: Thermal=20 influence on Hydraulic Pressure
Let's not forget this thermal = influence causing=20 non-function can also happen in reverse. It has been reported that a = thermal a=20 soak on the ground after a cold night can and has caused a failure to = retract=20 after take off.
 
A while back I offered a solution of = bumping the=20 pump automatically whenever both pressure switches, HI and LO, are = open due to=20 high pressure. This would put the system back in normal operation = mode=20 without the need for pilot intervention
 
Wolfgang
 
----- Original Message -----
Sent: Tuesday, September 04, = 2012 7:53=20 PM
Subject: Re: [LML] Re: = Thermal=20 influence on Hydraulic Pressure

Fred,
I wish we had an easy way of bleeding just a wee bit of = pressure=20 without momentarily dumping the gear in cruise.
The=20 320/360 pumps use a non-adjustable thermal relief valve rated at = 2,500=20 psi.  The actual cracking pressure is 2,500 to 2,900 psi.  = This is=20 the lowest set-point Parker has available.  2,900 psi is a = lot of=20 pressure for a system that nominally operates at 1,200 psi.  = Hopefully=20 the design margin for the cylinders etc. was chosen large=20 enough.
The=20 first time I saw a 2,000+ excursion was on the test bench.  I = was leak=20 checking a cylinder.  The test stand was near the hangar = door. =20 The sun swung around and hit the pressurized clyinder.  I = dont'=20 know what the max pressure was since that gauge only went to 2,000=20 psi.
Chris   Chris=20 Zavatson N91CZ 360std http://www.n91cz.net/

From: Frederick Moreno=20 <frederickmoreno@bigpond.com>
To: lml@lancaironline.net =
Sent: Monday, September 3, = 2012 11:54=20 AM
Subject: [LML] = Re:=20 Thermal influence on Hydraulic Pressure
I have an MPV-50  engine monitor that includes = continuous=20 reading of the hydraulic system pressure on my Lancair = IV/  =20  I have seen the same thing, particularly on a flight = that=20 started on a cool morning departure from my home drome and = took us to=20 the desert for a 110+F day.  On descent, pressure rose = from its=20 customary 1250 to 1500 psi at which point Bitching Betty = started to=20 complain so I bumped my speed brakes which are hydraulic, and=20 lowered pressure back down to my customary = range.  =20 Same thing sometimes happens in reverse, a hot soak on the = ground,=20 then a climb to 10-11,000 feet for a cool soak, and at some = point=20 the hydraulic pump kicks on to restore pressure to the = desired=20 level.  My TR-182 used to the the same thing routinely = when=20 departing Phoenix in the summertime.
 
It is a real effect, and makes one wonder about very high = pressure events arising from FL 270 (say) cold soak = terminating in=20 Phoenix on a July afternoon.  Hmmmm....
 
Fred
 
 
 
 
-------Original=20 Message-------
 
 
-took this photo after a descent from 16.5k to 1,500 = ft.
OAT went from 42 to 94 degrees.
High Pressure gauge is pegged at 2,000+ psi
-Didn't get a photo, but the opposite happened on the = ramp in=20 Spokane. After sitting for an hour, the low pressure = gauge was=20 pegged at 1,200 psi+.  Spokane might not be the warmest = spot in=20 the country, but at 85 deg F, it was 55 degrees warmer than = the cold=20 soak on the previous leg.
Temperature changes have a big impact on system=20 pressure. 
 
Chris Zavatson
N91CZ
360std
http://www.n91cz.net/
 
=
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