Message-Id: <E2AB21103992D211B58C00805F193CE20109C859@lonexch002.lea.uk.hal>
From: Michael Holland <Michael.Holland@halliburton.com>
To: lancair.list@olsusa.com
Subject: FW: 320 Nose Gear
Date: Wed, 2 Jun 1999 13:08:21 +0100 
Mime-Version: 1.0

X-Mailing-List: lancair.list@olsusa.com

          <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>>
          <<  Lancair Builders' Mail List  >>
          <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> 
>>


-----Original Message-----
From:	Michael Holland 
Sent:	02 June 1999 08:39
To:	'RicArgente@cs.com'; 'lancair.list@olusa.com'
Cc:	'michael_fopp@csi.com'
Subject:	320 Nose Gear

Rick A.

I attach below what I found to be the problem with my "320" nose gear. I
posted an enquiry in Lancair List # 67 on May 7th 1998 and there were some
responses from B&M Burgess and Jim Frantz that were helpful. You will see
from the script below what we did to correct the problem. We probably didn't
need to put on the extra bids but we did so as a precaution. Hope this helps
and that you are back up flying again soon. I have been following your
progress over the last few weeks after being offline for a couple of months
due to accessing problems from Africa.

Just to update the other List Member, G-PJMT now has about 15 hours on her.
Not a lot but with me working in Africa and the British Winter not being
very kind during my times home, I have only flown it when conditions were
favourable.
I expect to at least double this time next month when I'm home for 4 weeks
in what will hopefully be a decent summer.

Hope the below helps Don Ryan also who I see posted a related post
yesterday.

Best regards to all,

Michael Holland..................


-----Original Message-----
From:	Michael Holland 
Sent:	12 May 1998 19:18
To:	'lancair.list@olsusa.com'; 'LFrantz@compuserve.com'
Subject:	320 Nose Gear

Thanks to B&M Burgess, and Jim Frantz for the feedback on the nose wheel
issue posted for me in lancair.list V1 # 67 and thanks also to Michael Fopp
for the phone call on this matter.

Below I have outlined why the original problem occurred and what we have
done to correct it.

When we received our kit, the Blue Print  'P' showed 2 dimensions as to
where to place the bracket that took the static end of the hydraulic
cylinder. These being 12 Ľ" and 12 11/16" *
(marked with an asterisk but with no reference to what it indicated) from
the rear end of the firewall to the centre line of the hole in the bracket.

If we had used the 12 11/16" dimension, part of the bracket would have been
off the phenolic block pre installed by Lancair. As it was, using the 12 Ľ"
dimension placed it towards the far extreme of the block so that was the
dimension we used. Also on the blue print the bracket is shown to be of
equilateral proportions but the bracket we received with the kit, was
scalene. However, the manual showed a similar design and therein it showed
that the end which the hole favoured was placed towards the aft of the
aircraft. In hindsight if there had only been one dimension to follow we
probably would have looked at this and realised we would need to do
something different but at that point in time we did not pick up on it.

Hence when we started to cycle our gear we did not have the distance between
the static end of the cylinder and the rod end to allow the piston to bottom
out, even though we had used the spacer ( stop ) supplied with the kit and
adjusted the rod end to its maximum . This then caused an upward force on
the tunnel whilst the gear was down and the cylinder was being forced up and
vice versa. 

After contacting Lancair as well it was suggested that we cut the rod end to
shorten it and also cut some off the end of the piston rod. This we did and
we still found ourselves needing more travel. Then the light came on. The
bracket could be reversed and at least an extra Ľ" could be gained there.
BINGO, the sum of all 3 actions has now given us the distance we need and we
will space accordingly for full up position.

After drilling some minute investigation holes and trying to force in resin
with a hypodermic needle, there did not appear to be any delamination. But
as a precaution we have laid 5 BID  over the top to beef up the area.

Last Saturday was spent on ensuring that the gear cycled correctly and we
also found a need to put an additional 1/16" spacer between the spacer
provided and the webs on the engine mount that hold the nose gear bearings.
There were instances that the nose wheel would not always free fall and
there appeared to be a bind on the bearings. The additional shim has
resolved that issue.


Regards,

Michael Holland

G-PJMT
>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
LML homepage:   http://www.olsusa.com/Users/Mkaye/maillist.html