X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml Date: Sun, 10 Sep 2006 09:31:28 -0400 Message-ID: X-Original-Return-Path: Received: from ms-smtp-03.southeast.rr.com ([24.25.9.102] verified) by logan.com (CommuniGate Pro SMTP 5.1c.3) with ESMTP id 1372466 for lml@lancaironline.net; Sun, 10 Sep 2006 08:04:52 -0400 Received-SPF: pass receiver=logan.com; client-ip=24.25.9.102; envelope-from=cblitzer@triad.rr.com Received: from YOUR85A8F7B8EC (cpe-065-190-066-055.triad.res.rr.com [65.190.66.55]) by ms-smtp-03.southeast.rr.com (8.13.6/8.13.6) with SMTP id k8AC47rc002406 for ; Sun, 10 Sep 2006 08:04:11 -0400 (EDT) X-Original-Message-ID: <000801c6d4d1$370c1570$1102a8c0@YOUR85A8F7B8EC> From: "cblitzer" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Landing Gear retract X-Original-Date: Sun, 10 Sep 2006 08:04:04 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0005_01C6D4AF.AF1CBFA0" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.2869 X-MIMEOLE: Produced By Microsoft MimeOLE V6.00.2900.2962 X-Virus-Scanned: Symantec AntiVirus Scan Engine This is a multi-part message in MIME format. ------=_NextPart_000_0005_01C6D4AF.AF1CBFA0 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Art -=20 I had the exact problem you are describing when we did the first few = test flights in my IV-P Long story short, in my case the cause was air getting in the system = because builder had mistakenly inserted one plastic plugs in the unused = opening of each of the main gear. This also effected the way the nose = gear retracted. Amazing to all of us was that the retract test on the gorund always = worked perfectly. It was not until all hydraulic pressure was lost in flight, which caused = another thorough inspection of the gear, that we saw the plastic plugs. The plastic plugs were replaced, fluid level confirmed, and the gear has = worked great ever since. I strongly suggest you get a hydraulic pressure gauge as you don't want = too much pressure either. I am certainly not the LML hydraulic expert, that would be Bob P., but = that would be my guess. One other thing I found. - After I flew the first 60 hours or so I the = DOM at GAMI noticed the nose gear micro switch hit the oil pan. A = little area which was repaired by an FAA mechanic with some JB Weld. = Fortunately, there is no pressure in the oil pan. Fix was easy, = mounted the micro-switch on the other side of gear leg. Point is, = micro-switch had made no contact with oil pan for almost 60 hours or = more. Lastly, during my annual in May, we noticed that the forward nose gear = piston fitting had also contacted the oil pan. Same scenario, never did it before - ever. This did not occur until I = had flown for almost 85 hours. We had to re-index the piston so that the fittings were well clear of = the oil pan. I have no ides why the problems did not show up much sooner but I make = it a definite point during preflight to look into he nose gear tunnel = with a good flashlight. I also carry a tube of JB Weld paste. Hope this helps. Craig Blitzer 798CB - 85 hours and almost out of paint cblitzer@triad.rr.com=20 ----- Original Message -----=20 From: To: Lancair Mailing List=20 Sent: Saturday, September 09, 2006 11:38 PM Subject: [LML] Landing Gear retract I have a total of 45 hrs on my L IV and in that time(accumulated since = July 8th this year) I have on several occasions had the gear not come up after take-off I was under the assumption that it was probable because I was=20 a little over 120kts and slowed down and recycled the=20 gear and they would come up fine. On Sept. 1st took-off to fly to Redmond and the gear would not come up after 3 tries, I landed and put the plane away and drove. On my=20 return I jacked the plane up and cycled the gear 6 times and they worked fine, someone listening to the hydraulic pump said it sounded like it was not producing enough pressure so I turned up the pressure until I could hear the=20 pump lug down more toward the end of the cycle and it=20 ran longer as well. I flew again today to test the gear and=20 the gear would not come up my 3 green gear down lights went out (where as on the 1st the left main gear light stayed on) but was confirmed from the ground that the nose gear=20 did retract but the main just seem to hang straight down but would not = come up into the wheel wells. I would appreciate any ideas or thoughts. Regards Art =20 ------=_NextPart_000_0005_01C6D4AF.AF1CBFA0 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Art -
I had the exact problem you are = describing when we=20 did the first few test flights in my IV-P
Long story short, in my case = the cause=20 was air getting in the system because builder had mistakenly = inserted one=20 plastic plugs in the unused opening of each of the main gear.  = This=20 also effected the way the nose gear retracted.
Amazing to all of us was that the = retract test on=20 the gorund always worked perfectly.
It was not until all hydraulic pressure = was lost in=20 flight, which caused another thorough inspection of the gear, that we = saw the=20 plastic plugs.
The plastic plugs were replaced, fluid = level=20 confirmed, and the gear has worked great ever since.
I strongly suggest you get a hydraulic = pressure=20 gauge as you don't want too much pressure either.
I am certainly not the LML hydraulic = expert, that=20 would be Bob P., but that would be my guess.
One other thing I found.   - = After=20 I flew the first 60 hours or so I the DOM at GAMI=20 noticed the nose gear micro = switch hit the=20 oil pan.  A little area which was repaired by an FAA mechanic with = some JB=20 Weld.  Fortunately, there is no pressure in the oil   = pan. =20 Fix was easy, mounted the micro-switch on the other side of gear = leg. =20 Point is, micro-switch had made no contact with oil pan for almost 60 = hours or=20 more.
Lastly, during my annual in May, we = noticed that=20 the forward nose gear piston fitting had also contacted the oil=20 pan.
Same scenario, never did it before - = ever. =20 This did not occur until I had flown for almost 85 hours.
We had to re-index the piston so that = the fittings=20 were well clear of the oil pan.
I have no ides why the problems did not = show up=20 much sooner but I make it a definite point during preflight to look into = he nose=20 gear tunnel with a good flashlight.  I also carry a tube of JB Weld = paste.
Hope this helps.
Craig Blitzer
798CB - 85 hours = and almost=20 out of paint
cblitzer@triad.rr.com&nb= sp;
----- Original Message -----
From:=20 To: Lancair Mailing List
Sent: Saturday, September 09, = 2006 11:38=20 PM
Subject: [LML] Landing Gear = retract

I have a total of 45 hrs on my L IV = and in that=20 time(accumulated since July 8th this year) I have on = several
occasions had the gear not come up = after take-off=20 I was
under the assumption that it was = probable because=20 I was
a little over 120kts and slowed down = and recycled=20 the
gear and they would come up fine. On = Sept. 1st=20 took-off
to fly to Redmond and the gear would = not come up=20 after
3 tries, I landed and put the plane = away and=20 drove. On my
return I jacked the plane up and = cycled the gear=20 6 times
and they worked fine, someone = listening to the=20 hydraulic
pump said it sounded like it was not = producing=20 enough
pressure so I turned up the pressure = until I=20 could hear the
pump lug down more toward the end of = the cycle=20 and it
ran longer as well. I flew again = today to test=20 the gear and
the gear would not come up my 3 =  green gear=20 down lights
went out (where as on the 1st the = left main gear=20 light stayed
on) but was confirmed from the ground = that the=20 nose gear 
did retract but the main just seem = to hang=20 straight down but would not come up into the wheel wells. I=20 would
appreciate any ideas or = thoughts.
Regards
Art  
        
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