X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 22 Apr 2014 08:01:27 -0400 Message-ID: X-Original-Return-Path: Received: from nm10-vm2.bullet.mail.ne1.yahoo.com ([98.138.90.158] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTPS id 6841540 for lml@lancaironline.net; Mon, 21 Apr 2014 20:20:16 -0400 Received-SPF: neutral receiver=logan.com; client-ip=98.138.90.158; envelope-from=browncc1@verizon.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=s2048; d=yahoo.com; b=gPu1HkeAeDycYcSXZaqx58glEenrBeYcJeyp0gkKP9sJ/jyCXm+eQDBrJYXK9NEwYiJCN3DIiOGFdisFwK9o96UQXTrh9ZMFZOQibP1BvDlxRyHwAdIt8+oTDQbly6STtsWYWgCvXGQkEFzL9b9p2W4JMygDSm+vtlboR8KROvaXyg5N7ZS15vjkvXbJCyQpx53wSqLlMH2CgaJRhuJorSaEpEKcfNIvMbFZFzwMyjbAJzJzRORG3uF2rt4tpcuFpmRGrLuvV0b4vvvf7kyYSkk8E1Gu2SuSM0YD+uXEpk4jIdPAzWTh1yEbj2UCSO+U3bL/IBHztflldOgQjdevMA==; Received: from [98.138.100.114] by nm10.bullet.mail.ne1.yahoo.com with NNFMP; 22 Apr 2014 00:19:41 -0000 Received: from [98.138.84.43] by tm105.bullet.mail.ne1.yahoo.com with NNFMP; 22 Apr 2014 00:19:40 -0000 Received: from [127.0.0.1] by smtp111.mail.ne1.yahoo.com with NNFMP; 22 Apr 2014 00:19:40 -0000 X-Yahoo-Newman-Id: 954697.2909.bm@smtp111.mail.ne1.yahoo.com X-Yahoo-Newman-Property: ymail-3 X-YMail-OSG: 9GxJjWwVM1nerzs6fHhYcu8aNH7I8QxoUeyrtygQdkXiIAN XeNDPYa_35caQys5BeLDmLvCYk8q8iDD72GFTkRVOZRlJCF7z6NXR.HLLF2B I4M5GvWAuzfMmXppqxHGZGo6Epwgbz5urFU.gfxLySLq8CjG4csSkXVe6fex 4EE2m0p.nVLDd1.jDJnlTF7SDnC5Ryl5po6hZcD4MuRQr2zmw95BbggaeTTj rdLqeEY.Q3e_tsG._RfrFyB6n2qmhM5KfXVBw1megK98_LnblVxiBWKv7VJe 2HLz3OEJlyDTQUj8c3qER7cSliU1iMXNwX.gN3LRG0CCtv2tWdtB2sgoGf4Y zKLas3WNbSJuKiv2S3xAdCCnYZVJf4S1eRgbLwxWGG_RK9092xFnD9acEUYN QHiF7xB_VccoxRMlXcar0WCwWYt9hanI4PmcIVt1wQDk4UACNNuKoBWjYnx2 2fBaBWw6rwSorSKv.u8IpAn8._5Ig7e5InpJNvTN3i9LCL4EzjDCN8Jt3v8m Cy2g8xQNYoFVxxVcDp2QYe0dX92FfECTbjOTzCtTkdu5B X-Yahoo-SMTP: F49l9g6swBC0R9n8vJIbm7Tf3P8Xlmia8rHIwTlO__Ml X-Rocket-Received: from chass-imac-2.home (browncc1@72.64.106.138 with plain [98.138.105.29]) by smtp111.mail.ne1.yahoo.com with SMTP; 21 Apr 2014 17:19:40 -0700 PDT From: Charles Brown Content-Type: multipart/alternative; boundary=Apple-Mail-1-1059468843 Subject: [LML] Gear Down...INOP X-Original-Date: Mon, 21 Apr 2014 19:19:40 -0500 X-Original-Message-Id: X-Original-To: lml@lancaironline.net Mime-Version: 1.0 (Apple Message framework v1085) X-Mailer: Apple Mail (2.1085) --Apple-Mail-1-1059468843 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii William, A tweak on the pressure switches won't do it. I think Wolfgang's list = of remedies is correct, and Chris Zavatson has the full analysis and the = kit that will modify the pump (I haven't tested, but his analysis makes = sense to me). Just one little note -- this can happen in reverse too. An airplane = that's landed on a cold day... and launched on a warm morning following = -- can have gear *retraction* failure, as I know to my extreme = discomfort on an occasion when I took off into a low overcast, pointed = straight at DFW 9 miles away, with an immediate heading change, freq = change, etc. It was necessary to revert to basics: FLY THE AIRPLANE = before figuring out why it wasn't climbing and cracking the dump valve. =20= I haven't modified my hydro pump yet, but I plan to; until then, every = preflight includes "Cycle the dump valve". This relieves any pressure = buildup that may have occurred since the previous flight. Charley Brown Legacy #299 330hr I believe that I recently experienced something in my Legacy that I = remember reading about but can't remember all the details. I looked = into the LML archives and was unsuccessful. Could someone out there = please briefly summarize the situation, reason and any possible remedies = for gear extension failure following high altitude cruise in cold air = followed by a decent and landing in hot air. I seem to remember a = discussion about boosted pressure in the hydraulics plumbing due to the = rapid rise in temperature which in turn had an effect on the operation = of the pressure switch In my recent experience...after opening the dump = valve, the hydraulic pump did run, confirming continuity to the pump. = After working the nose gear into the locked position, the landing was = uneventful but I would like to avoid this uncomfortable situation in the = future. Would a tweak on the pressure switch adjustment be called for = here or just expect to momentarily crack open the dump valve to relieve = excess pressure. Thanks for your thoughts. William Ford N11LL --Apple-Mail-1-1059468843 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii William,

Charley = Brown
Legacy #299  330hr

I = believe that I recently experienced something in my Legacy that I = remember reading about but can't remember all the details.  I = looked into the LML archives and was unsuccessful.  Could someone = out there please briefly summarize the situation, reason and any = possible remedies for gear extension failure following high altitude = cruise in cold air followed by a decent and landing in hot air.  I = seem to remember a discussion about boosted pressure in the hydraulics = plumbing due to the rapid rise in temperature which in turn had an = effect on the operation of the pressure switch  In my recent = experience...after opening the dump valve, the hydraulic pump did run, = confirming continuity to the pump.  After working the nose gear = into the locked position, the landing was uneventful but I would like to = avoid this uncomfortable situation in the future.  Would a tweak on = the pressure switch adjustment be called for here or just expect to = momentarily crack open the dump valve to relieve excess pressure. =  Thanks for your thoughts.
William FordN11LL