X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Wed, 24 Aug 2005 21:45:26 -0400 Message-ID: X-Original-Return-Path: Received: from imo-d22.mx.aol.com ([205.188.144.208] verified) by logan.com (CommuniGate Pro SMTP 5.0c1) with ESMTP id 680776 for lml@lancaironline.net; Wed, 24 Aug 2005 17:18:41 -0400 Received-SPF: pass receiver=logan.com; client-ip=205.188.144.208; envelope-from=Sky2high@aol.com Received: from Sky2high@aol.com by imo-d22.mx.aol.com (mail_out_v38_r4.1.) id q.dc.2c40181d (3842) for ; Wed, 24 Aug 2005 17:17:51 -0400 (EDT) From: Sky2high@aol.com X-Original-Message-ID: X-Original-Date: Wed, 24 Aug 2005 17:17:51 EDT Subject: Re: [LML] Re: LNC2 50 Amp Breaker X-Original-To: lml@lancaironline.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="-----------------------------1124918271" X-Mailer: 9.0 Security Edition for Windows sub 5009 X-Spam-Flag: NO -------------------------------1124918271 Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit In a message dated 8/24/2005 9:49:21 A.M. Central Standard Time, dskeele@bellsouth.net writes: OK, KISS..!! how about a rather simple response to all the gear related problems.. Lights -relays-pump etc.. Fly A/C first and foremost, let someone know your problem and intentions, then,turn off the MASTER Switch, it should quiet all cept power to the master relay.. then you have time to trouble shoot and collect your thoughts..Now, you are not worried about running intermittant equipment etc, however wired. So, your gear lights are out, but at slow airspeeds I get the reassuring thump of the mains and nose locking overcenter; and reach for your hand held radio.. Had the nose gear spring loaded actuator stem break in flight over LGB a while back, jacking around with the A/C was no help until we slowed down to near stall speed and the pump pressure overcame the air load and we got three green.. Sure, this wasn't an electrical problem, but having time to work through all the scenarios was a hellof a lot better some of the other alternatives... Whoa! Not everyone aviates in CAVU daylight all the time. Some have panels that cost more than the engine, are utilizing simulated VFR, GPS, relying on the auto pilot to keep everything together, flying an approach, letting the transponder keep ATC informed, etc.... That's the worse suggestion I have ever heard for modern equipped aircraft. Know how your equipment works, take your time, remove power only from an offending system because it was wired properly and you can.. I have never heard a "reassuring thump" from the mains even when they were powered down. Hmmmm, maybe my noise cancelling headset damped that out.... In any event, thanks for the info that the pump can force the nose gear out in the case of a gas spring failure as long as you slow down enough. However, I am not going to test that unless it happens. Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) -------------------------------1124918271 Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable

In a message dated 8/24/2005 9:49:21 A.M. Central Standard Time,=20 dskeele@bellsouth.net writes:

<= FONT=20 style=3D"BACKGROUND-COLOR: transparent" face=3DArial color=3D#000000 size= =3D2>OK,=20 KISS..!! how about a rather simple response to all the gear related=20 problems.. Lights -relays-pump etc.. Fly A/C first and=20 foremost, let someone know your problem and intentions, then,turn off the=20 MASTER Switch, it should quiet all cept power to the master relay.. =20= then=20 you have time to trouble shoot and collect your thoughts..Now, you are not= =20 worried about running intermittant equipment etc, however wired. =20 So, your gear lights are out, but at slow airspeeds I get the= =20 reassuring thump of the mains and nose locking overcenter; and reach for y= our=20 hand held radio..
Had the nose gear spring loaded actuat= or=20 stem break in flight over LGB a while back, jacking around wit= h=20 the A/C was no help until we slowed down to near stall speed and the pump=20 pressure overcame the air load and we got three green.. Sure, this=20 wasn't an electrical problem, but having time to work through all the=20 scenarios was a hellof a lot better some of the other alternatives...=20

Whoa!

Not everyone aviates in CAVU daylight all the time. Some have panels th= at=20 cost more than the engine, are utilizing simulated VFR, GPS, relying=20 on the auto pilot to keep everything together, flying an approach, lett= ing=20 the transponder keep ATC informed, etc.... That's the worse suggestion= I=20 have ever heard for modern equipped aircraft. Know how your equipment=20 works, take your time, remove power only from an offending system because it= was=20 wired properly and you can..

I have never heard a "reassuring thump" from the mains even when they w= ere=20 powered down. Hmmmm, maybe my noise cancelling headset damped that out....

In any event, thanks for the info that the pump can force the nose gear= =20 out in the case of a gas spring failure as long as you slow down=20 enough. However, I am not going to test that unless it happens.=20

Scott Krueger=20 AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL=20 (KARR)

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