X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 09 Dec 2008 08:43:39 -0500 Message-ID: X-Original-Return-Path: Received: from QMTA09.westchester.pa.mail.comcast.net ([76.96.62.96] verified) by logan.com (CommuniGate Pro SMTP 5.2.10) with ESMTP id 3350302 for lml@lancaironline.net; Tue, 09 Dec 2008 06:49:47 -0500 Received-SPF: pass receiver=logan.com; client-ip=76.96.62.96; envelope-from=mjrav@comcast.net Received: from OMTA07.westchester.pa.mail.comcast.net ([76.96.62.59]) by QMTA09.westchester.pa.mail.comcast.net with comcast id ozeD1a0051GhbT859zpCVY; Tue, 09 Dec 2008 11:49:12 +0000 Received: from mjr ([66.30.30.17]) by OMTA07.westchester.pa.mail.comcast.net with comcast id ozp91a0010N9a1e3TzpBxh; Tue, 09 Dec 2008 11:49:12 +0000 X-Original-Message-ID: <002b01c959f4$373ac320$111e1e42@mjr> From: "Mark Ravinski" X-Original-To: "Lancair Mailing List" References: Subject: Re: [LML] Re: Nose tire mystery X-Original-Date: Tue, 9 Dec 2008 06:49:38 -0500 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0028_01C959CA.4E0A8D30" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2800.1933 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2800.1933 This is a multi-part message in MIME format. ------=_NextPart_000_0028_01C959CA.4E0A8D30 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Jim, How about ice, either at the brake assembly or in the brake fluid. Ice or dirt at the master cylinder vent would create brake pressure on = descent. Or, maybe dirt or corrosion at the left brake caliper / piston. Mark ----- Original Message -----=20 From: marv@lancair.net=20 To: lml@lancaironline.net=20 Sent: Monday, December 08, 2008 2:07 PM Subject: [LML] Re: Nose tire mystery Posted for "Jim Scales" : Need some help figuring this one out. =20 Flew a couple of days ago and had an interesting experience on = landing. I=20 have attached some pictures to help explain what happened. =20 Landed with slight RH crosswind. Touch down speed was about 75. = Everything=20 looked fine, right tire touched down, left tire touched down, nose = touched=20 down and plane immediately pulled to left. =20 Figured I must have landed with some brake pressure on left pedal. = Released=20 left pedal, made no difference, plane pulling hard to left while main = tires=20 begin to skid. =20 Begin to apply right rudder and brake. Helped but not enough. = Locked up=20 right brake, plane began to swerve back to the right. Main tires = started=20 skidding in other direction and plane started to rotate to the right. =20 Released right brake as the nose came back toward alignment with = center of=20 runway. Plane straightened out, I slowed down, turned off, taxied = back to=20 hanger with no further problems (other that that shorts issue we all = talk=20 about). =20 Conditions at the time of the flight: +2C on ground, -5C at level I = was=20 flying for about 20 minutes prior to the landing, 7kt wind from 320 = while I=20 was landing on 27. =20 During preflight I had noticed tires needed some air but not any = different=20 than some other flights. Cold weather had come in since last flight = and tires=20 lost some pressure. =20 I also noticed the nose strut was down some. The normal 3-1/2 = spacing was=20 about 2-1/2. Again not that unusual. Have flown with this spacing on = a few=20 occasions with no problem. =20 When I checked everything after the flight I found the main tires to = be at 45=20 pounds, the nose tire at 25 and the spacing on the strut at about = 1-3/4. No=20 flat spots on any of the tires. I was puzzled by the height reduction = on the=20 strut.=20 =20 The strut was rebuilt in October. This is the first really cold day = I had=20 flown it since then.=20 =20 I have some thoughts about what the problem could be/have been. I = would=20 really like to hear what you folks have to say. =20 I serviced the tires and inflated the strut. I have flown it twice = since=20 then with four landings and no problems. =20 Thanks in advance for the help. I must say that ten years of racing = stock=20 cars on dirt tracks made a big difference in how this turned out. I = was=20 fortunate. =20 I am very interested in finding out what happened. =20 Jim Scales =20 Note: The pictures may not load in sequence (proper sequence is 02, = 17, 39,=20 19, 19, 40, 18, 10) so you should look at them from the point of view = of the=20 landing sequence and roll out. You will see the lines as the nose = tire=20 touches down on the center line then progresses to the left. You will = see the=20 main tires start to skid then the nose tire appear to straighten out. = The=20 next will be the RH brake locking and the plane coming back toward the = center. =20 =20 -------------------------------------------------------------------------= ----- -- For archives and unsub = http://mail.lancaironline.net:81/lists/lml/List.html ------=_NextPart_000_0028_01C959CA.4E0A8D30 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Jim,
How about ice, either at the = brake=20 assembly or in the brake fluid.
Ice or dirt at the master cylinder = vent would=20 create brake pressure on descent.
Or, maybe dirt or corrosion at the left = brake=20 caliper / piston.
 
Mark
----- Original Message -----
From:=20 marv@lancair.net=20
Sent: Monday, December 08, 2008 = 2:07=20 PM
Subject: [LML] Re: Nose tire=20 mystery

Posted for "Jim = Scales" <joscales98@hotmail.com>:
 Need=20 some help figuring this one out.
 
Flew a couple of days = ago and=20 had an interesting experience on landing.  I
have = attached some=20 pictures to help explain what happened.
 
 Landed with = slight=20 RH crosswind.  Touch down speed was about 75. Everything =
looked=20 fine, right tire touched down, left tire touched down, nose touched =
down=20 and plane immediately pulled to left.
 
Figured I must have = landed=20 with some brake pressure on left pedal.  Released
left = pedal,=20 made no difference, plane pulling hard to left while main tires =
begin to=20 skid.
 
 Begin to apply right rudder and=20 brake.  Helped but not enough.  Locked up =
right brake,=20 plane began to swerve back to the right.  Main tires started =
skidding in other direction and plane started to rotate to the=20 right.
 
 Released right brake as the nose came back = toward=20 alignment with center of
runway.  Plane straightened = out, I=20 slowed down, turned off, taxied back to
hanger with no further = problems=20 (other that that shorts issue we all talk=20
about).
 
 Conditions at the time of the=20 flight:  +2C on ground, -5C at level I was
flying for = about 20=20 minutes prior to the landing, 7kt wind from 320 while I
was = landing on=20 27.
 
 During preflight I had noticed tires needed = some air=20 but not any different
than some other flights.  Cold = weather had=20 come in since last flight and tires
lost some=20 pressure.
 
 I also noticed the nose strut was down=20 some.  The normal 3-1/2 spacing was
about=20 2-1/2.  Again not that unusual.  Have flown with = this=20 spacing on a few
occasions with no = problem.
 
 When I=20 checked everything after the flight I found the main tires to be at 45 =
pounds, the nose tire at 25 and the spacing on the strut at about=20 1-3/4.  No
flat spots on any of the tires.  I = was=20 puzzled by the height reduction on the
strut. =
 
 The=20 strut was rebuilt in October.  This is the first really cold = day I=20 had
flown it since then.
 
 I have some thoughts = about=20 what the problem could be/have been. I would
really like to hear = what you=20 folks have to say.
 
 I serviced the tires and = inflated the=20 strut.  I have flown it twice since
then with four = landings and=20 no problems.
 
 Thanks in advance for the = help.  I=20 must say that ten years of racing stock
cars on dirt tracks made a = big=20 difference in how this turned out.  I was=20
fortunate.
 
 I am very interested in finding out = what=20 happened.
 
 Jim=20 Scales
 
 Note:  The pictures may not load = in=20 sequence (proper sequence is 02, 17, 39,
19, 19, 40, 18, 10) so = you should=20 look at them from the point of view of the
landing sequence and = roll=20 out.  You will see the lines as the nose tire
touches = down on=20 the center line then progresses to the left.  You will see = the=20
main tires start to skid then the nose tire appear to straighten=20 out.  The
next will be the RH brake locking and the = plane coming=20 back toward the center.
 
 

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For archives and unsub=20 = http://mail.lancaironline.net:81/lists/lml/List.html
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