Randy,
Yup, Chuck, chunk or clunk it. Make sure
it doesn’t land in your plane. Mine also had the ¼ al tube in the reservoir.
However, it was removed after it was found sunk in the reservoir some time
back. I’m thinking the tube is irrelevant because the flow of 1
directional (to the reservoir).
The allen plug of which we speak is
betwixt the high and low pressure ports.
Larry
PS: The T shuttle still doesn’t
make sense to me. The idea that pressure on the high pressure side would open
the low pressure back to the reservoir is NOT intuitively obvious to this
observer.
From: randy snarr
[mailto:randylsnarr@yahoo.com]
Sent: Monday, February 11, 2008
5:09 PM
To: lml@lancaironline.net
Subject: Re: [LML] /360 gear dump
valve idea Transcon Record...
Larry,
What does the ball and spring do?
Does the ball and spring get chucked or chunked, or maybe clunked. Anyway, do
you remove them? If memory serves, there is an allen plug somewheres in the
vicinity of the high and low ports. Is that where the below mentioned
ball and spring are to be found and replaced with the tube to the bottom of the
reservoir?
Randy.
LHenney
<LHenney@charter.net> wrote:
Bryan
,
yes the ball and spring get chunked.
Gary
,
I’m incompetent at computer sketching but it is a one liner.
Perhaps S.Kruger could help me. My thought is that a 3 way dump valve
will directly replace the existing dump valve. As far as the sketch is
concerned, I would draw a line from the new dump valve to the center port of my
pump. A piece of plane ole ¼” tubing slips in the pump and down to
near the reservoir bottom.
A possible option for the dump valve is :
Long
Beach
Valve and Fitting
Part Number: B-42XHS4-BKB
HOWEVER: this whole 3 way dump valve
may just be a feel good solution. In the final analysis it may be
just fine as far as safety of gear extension (electric or freefall) is
concerned. So far there have been no indications that anyone’s gear
has hesitated to come down after cracking the dump valve (in it’s
existing design). As I mentioned one other time, the loss of the physical
handle combined with the unique high to low pressure bleeding could pose a
problem.
AND: Randy Stuarts external T
shuttle sounds to be an elegant and simple correction for the quirk which would
preclude the need for the 3 way valve. Have you got a vendor and part
that you are considering? We’d love the data. Do the 2 ends
of the T go High and low pressure connections and the third leg directly to the
pump return port?
Disclaimer: The above discussion is
from a list of things I’m trying to get accomplished on my speeder.
I have not done any of the aforementioned projects to my plane (weight penalty,
budget, time, honey do’s, etc). I haven’t even got the darn
gages installed which have been sitting in my hangar for a week. I do
appreciate the feedback from those with more time on there hands.
Did anybody notice that Bruce Hammers
transcontinental speed record of Mar 06 got walloped by a blistering 30
mph. New record 288 mph by a Questair Venture! Say it isn’t
so……..
Very Prompt Lancair 360LH
From: Bryan Wullner
[mailto:vonjet@gmail.com]
Sent: Friday, February 08, 2008
2:14 PM
To: lml@lancaironline.net
Subject: Re: [LML] FW: [LML]
235/320/360 gear dump valve idea
Randy,
When I removed the plug in my pump a spring and a steel ball came out. Do
I remove these and then Install the 1/4" return line to this port?
Bryan
Hold off on the machine work. Your
pump is designed with a third port (between the two now in use). It is
threaded and ready for your return line. A ¼ " tubing can be
installed as a down tube in the tank (mine came with the tube installed).
Also, Randy Stuarts idea of a T shuttle
sounds very, very interesting. I don't completely know what a T shuttle
valve is however. Thus, I'm grappling with check valve analogies and
getting a lot of "how would that work?" thoughts. Does
this mean pressure on up circuit triggers opening of shuttle from down circuit,
therefore T goes to third port??? I'm tempted to like this idea.
Additionally, could second T also tie in to third port and allow 3 way dump
common path to reservoir. Please tell us more R. Stuart…..
Much less chirping lately after changing
out pump O rings; Lancair also got more pressure gauges in stock and shipped
mine.
Remember that the reservoir needs a small
vent hole so that air pressure or vacuum does not build up in the reservoir
itself. Usually the vent is in the filler cap or its threads.
Scott Krueger AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, IL (KARR)
Pilot not TSO'd, Certificated score only > 70%.
With the way the hydraulic system is
currently designed, you equalize the pressure on the high and low sides when it
is opened. For those of us who have pressure gauges, you can see that you can
have significant pressure on the system even when the valve is opened. I want
to be able to not only equalize the pressure between the high and low sides of
the hydraulic system with the dump valve but also release the pressure on both
sides.
Today I purchased a 3 way valve to do just that. The idea is to open the
valve connecting the high and low sides and also releasing the
pressure back to the tank.
I will most likely run a low pressure line like nylaflow back to the pump and
make spin up a custom fitting on the lathe out of aluminum to go into the
dipstick hole and terminate the return line there. I will make a needle
dipstick checker that will screw into the same fitting for checking fluid
level.
If you wanted to do it the easy way, you could always just dump the low
pressure line out the belly of the airplane onto the ground. It would take very
little fluid to drop the pressure and there would be no need to deal with
connecting the low pressure fluid line to the tank.
I hate pulling the airplane out of a cool hanger into the warm sunshine and
watching the gear pressures rise to 6-700 lbs before the master switch is
turned on! We all know what happens when they hit 900. Yep no gear retraction
as the upper limit has been tripped by the system pressure.
My new valve would fix that!!!
I hope...
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