X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sat, 27 May 2006 01:51:50 -0400 Message-ID: X-Original-Return-Path: Received: from BAYC1-PASMTP10.BAYC1.HOTMAIL.COM ([65.54.191.170] verified) by logan.com (CommuniGate Pro SMTP 5.0.9) with ESMTP id 1129302 for lml@lancaironline.net; Fri, 26 May 2006 14:51:06 -0400 Received-SPF: pass receiver=logan.com; client-ip=65.54.191.170; envelope-from=gcrodgers@sympatico.ca X-Original-Message-ID: X-Originating-IP: [67.68.139.221] X-Originating-Email: [gcrodgers@sympatico.ca] Received: from Laurentian2 ([67.68.139.221]) by BAYC1-PASMTP10.BAYC1.HOTMAIL.COM over TLS secured channel with Microsoft SMTPSVC(6.0.3790.1830); Fri, 26 May 2006 11:50:38 -0700 From: "Gary Rodgers" X-Original-To: Subject: Re: How Not to Do 1st Runup X-Original-Date: Fri, 26 May 2006 14:48:08 -0400 Organization: Laurentian Industries X-Original-Message-ID: <000901c680f4$f1796c40$0b02a8c0@Laurentian2> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_000A_01C680D3.6A67CC40" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AcaA9O4aIR4C9X97TMCBZHAcyyXj+Q== X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.2869 X-Original-Return-Path: gcrodgers@sympatico.ca X-OriginalArrivalTime: 26 May 2006 18:50:38.0812 (UTC) FILETIME=[47E439C0:01C680F5] This is a multi-part message in MIME format. ------=_NextPart_000_000A_01C680D3.6A67CC40 Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: 7bit Didn't view the video until yesterday, and would like to recount an experience that I had. I have been building my plane for a long time, with some long breaks between getting back to it. So at a time when I was going to swing the gear to check wheel well clearances, I jacked the plane up, released hydraulic pressure so that I could manually push the gear into position. Felt the resistance of the mechanical lock. Had forgotten about the tool that I needed to release the pin, and was thinking that it was a type of 'lock' that just required pressure to overcome a spring loaded pin, and that the 'extra' pressure would pop out the lock. There was a couple of inches of wheel swing, so I just gave it a good quick push, heard a releasing snap and the gear and wheel went up into position. When I let the wheel down, I expected to hear the 'clink' of the pin resetting into and indent. Didn't happen. Also noticed that the gear didn't want to swing quite all the way back to its original position. Then remembered a long time previous having to make up a tool to pull the down lock. I pulled the assembly apart and found that I had snapped off the down lock pin. Also saw the porting that is built into the system whereby hydraulic pressure releases the pin under normal operation. The material used in the pin appeared to be extremely hard and non-ductile in nature when viewing the fractured faces of the pin. The replacement pin that Lancair provided appeared to be not so brittle. Point I would like to make here is that from my experience of breaking the pin by manually pushing on the gear, I think it is very be possible to block the mains, apply tremendous power as in the turbine or high powered V8's, and break the mechanical lock. Think a lot of care needs to be taken if full power static run-ups are done. GaryR ------=_NextPart_000_000A_01C680D3.6A67CC40 Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Didn't view the = video until=20 yesterday, and would like to recount an experience that I had. I = have been=20 building my plane for a long time, with some long breaks between getting = back to=20 it. So at a time when I was going to swing the gear to check wheel = well=20 clearances, I jacked the plane up, released hydraulic pressure so that I = could=20 manually push the gear into position. Felt the resistance of the=20 mechanical lock. Had forgotten about the tool that I needed to = release the=20 pin, and was thinking that it was a type of 'lock' that just required = pressure=20 to overcome a spring loaded pin, and that the 'extra' pressure would pop = out the=20 lock. There was a couple of inches of wheel swing, so I just gave = it a=20 good quick push, heard a releasing snap and the gear and wheel went up = into=20 position.

When I let the = wheel down, I=20 expected to hear the 'clink' of the pin resetting into and indent. = Didn't=20 happen. Also noticed that the gear didn't want to = swing quite=20 all the way back to its original position. Then remembered a long = time=20 previous having to make up a tool to pull the down lock. =20

I pulled the = assembly apart and=20 found that I had snapped off the down lock pin. Also saw the = porting that=20 is built into the system whereby hydraulic pressure releases the pin = under=20 normal operation. The material used in the pin appeared to be = extremely=20 hard and non-ductile in nature when viewing the fractured faces of the=20 pin. The replacement pin that Lancair provided appeared to be not = so=20 brittle.

Point I would like = to make here=20 is that from my experience of breaking the pin by manually pushing on = the gear,=20 I think it is very be possible to block the mains, apply = tremendous=20 power as in the turbine or high powered V8's, and break the mechanical=20 lock. Think a lot of care needs to be taken if full power static = run-ups=20 are done.

GaryR

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