Return-Path: Sender: "Marvin Kaye" To: lml@lancaironline.net Date: Thu, 16 Dec 2004 10:04:38 -0500 Message-ID: X-Original-Return-Path: Received: from [65.32.5.132] (HELO ms-smtp-02.tampabay.rr.com) by logan.com (CommuniGate Pro SMTP 4.2.5) with ESMTP id 569760 for lml@lancaironline.net; Thu, 16 Dec 2004 09:42:57 -0500 Received-SPF: none receiver=logan.com; client-ip=65.32.5.132; envelope-from=ckohler1@cfl.rr.com Received: from 34025820001 (112.230.204.68.cfl.rr.com [68.204.230.112]) by ms-smtp-02.tampabay.rr.com (8.12.10/8.12.7) with SMTP id iBGEgM4Y018823 for ; Thu, 16 Dec 2004 09:42:23 -0500 (EST) X-Original-Message-ID: <001601c4e37d$890aa590$6401a8c0@34025820001> From: "Charlie Kohler" X-Original-To: "LancairList" Subject: Nosewheel Will Not Extend X-Original-Date: Thu, 16 Dec 2004 09:42:57 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0013_01C4E353.9FE5E150" 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 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0013_01C4E353.9FE5E150 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Alert notice /ES and IV owners. A recent incident in which the nose wheel became caught in the nose = wheel well which resulted in a failure of the nose gear to extend on = landing. The cause was determined to be a looseness of the nose strut = clamp--/locktite coming loose --- overturning of a tow bar --causing the = nose will fork mounting flange to turn 5=B0/10=B0 off to the side from = the self centering straight-ahead position.=20 First of all, read and become familiar with Service Bulletin SB- = 057-0801. In addition my suggestion is to; 1. Remove cowling 2. Lift engine until nose wheel is off ground. Check with straightedge - = nose wheel alignment.=20 If not straight-- if loose-- do not fly. Have strut overhauled by = Lancair. 3. If straight---remove nose wheel and fork bolt ( if necessary to be = able to access the clamp screw). Remove the Allen head screw on the = clamp. Clean and put locktite on threads and reinstall and torque. Put = torque seal on head. 4. Use paint or other indelible marking to index the nose strut (shiny = part) and the clamp. Make this a preflight check item. 5. Additionally, make sure inside of nose wheel well has no bolts/and = bolt heads or other protrusions that will catch on any part of the nose = wheel mechanism. And Remove all insulation. This will give a means to indicate, and possibly prevent a turning /or = failure/ from the looseness of the bottom flange in the nose strut. In = the case listed it was because of a tow bar exceeding the limits. The = decal and markings are fine--but they are very inaccurate and hard to = read from a vehicle using a tow bar. A very important clue in this situation--is that on landing-- the = airplane tends to dart--either left or right until weight is put on the = nose and the strut compresses releasing itself from the self centering = mechanism. It is possible that a tow bar overturning will break the internal = mechanism. In this case, index marks will not indicate a failure. Only lifting the engine /extending the nose wheel strut/checking for = looseness/ will show this problem. Charlie K. ------=_NextPart_000_0013_01C4E353.9FE5E150 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Alert notice /ES and IV owners.

A recent incident in which the nose wheel became caught in the nose = wheel=20 well which resulted in a failure of the nose gear to extend on landing. = The=20 cause was determined to be a looseness of the nose strut = clamp--/locktite coming=20 loose --- overturning of a tow bar --causing the nose will fork mounting = flange=20 to turn 5=B0/10=B0 off to the side from the self centering = straight-ahead position.=20

First of all, read and become familiar with Service Bulletin SB-=20 057-0801.

In addition my suggestion is to;

1. Remove cowling

2. Lift engine until nose wheel is off ground. Check with = straightedge - nose=20 wheel alignment.

If not straight-- if loose-- do not fly. Have strut overhauled by=20 Lancair.

3. If straight---remove nose wheel and fork bolt ( if necessary to be = able to=20 access the clamp screw). Remove the Allen head screw on the clamp. Clean = and put=20 locktite on threads and reinstall and torque. Put torque seal on = head.

4. Use paint or other indelible marking to index the nose strut = (shiny part)=20 and the clamp. Make this a preflight check item.

5. Additionally, make sure inside of nose wheel well has no bolts/and = bolt=20 heads or other protrusions that will catch on any part of the nose wheel = mechanism. And Remove all insulation.

This will give a means to indicate, and possibly prevent a turning = /or=20 failure/ from the looseness of the bottom flange in the nose strut. In = the case=20 listed it was because of a tow bar exceeding the limits. The decal and = markings=20 are fine--but they are very inaccurate and hard to read from a vehicle = using a=20 tow bar.

A very important clue in this situation--is that on landing-- the = airplane=20 tends to dart--either left or right until weight is put on the nose and = the=20 strut compresses releasing itself from the self centering mechanism.

It is possible that a tow bar overturning will break the internal = mechanism.=20 In this case, index marks will not indicate a failure.

Only lifting the engine /extending the nose wheel strut/checking for=20 looseness/ will show this problem.

Charlie K.

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