lml@lancaironline.net Mailing List Archive

<<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> << Lancair Builders' Mail List >> <<<<<<<<<<<<<<<<--->>>>>>>>>>>>>>>> >> 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 >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>> LML website: http://www.olsusa.com/Users/Mkaye/maillist.html LML Builders' Bookstore: http://www.buildersbooks.com/lancair Please send your photos and drawings to marvkaye@olsusa.com. >>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>