From: RWolf99@aol.com
Message-ID: <6c.4b0265e.273ba6d0@aol.com>
Date: Thu, 9 Nov 2000 02:05:52 EST
Subject: Re: LNC2 Nose Gear Adjust
To: lancair.list@olsusa.com
Reply-To: lancair.list@olsusa.com
Mime-Version: 1.0

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In a message dated 11/9/00 1:21:30 AM EST, lancair.list@olsusa.com writes:

<< Rob, thanks for the detailed reply.>>

Thanks!
 
 << 3. As for the mains, I was told by others that I should set the extended
 strut just a hair longer than the overcenter - to keep positive pressure on
 the overcenter link.  >>

How odd.  I would think that high continual pressure on the mounts would be a 
bad thing, particularly since it's so easily avoided.  After all, it's not 
like the link is going to pop out of overcenter against the cylinder, which 
is still held fully extended by 500 psi or so...

Having said that, since we know that the cylinders are slightly shorter when 
extended but unpressurized, I'll have to check next time I have the hydraulic 
system running.  

1)  Have the airplane on jackstands
2)  Drop the gear with the dump valve
3)  Help it along if necessary with hand pressure to simulate the rudder 
deflection which does the same thing in flight.
4)  See if I can jiggle the tire to pop the assembly out of overcenter.  If I 
can do it by hand, a landing can certainly do that.

However, that's what the rat-trap spring is for -- to keep this from 
happening.

I must admit, the attachment of the main gear cylinder to the airframe (i.e. 
the inboard end) IS rather stout-looking.  I was more concerned with the 
attachment of the inboard end of the scissor link to the wing spar.  
(Whatever it's really called.  You know, that thing that sometimes broke off, 
that we reinforced last year with the vertical phenolic brace.)

- Rob Wolf
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