X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 15 Jun 2009 07:06:17 -0400 Message-ID: X-Original-Return-Path: Received: from mail-out2.fuse.net ([216.68.8.171] verified) by logan.com (CommuniGate Pro SMTP 5.2.14) with ESMTP id 3681924 for lml@lancaironline.net; Sun, 14 Jun 2009 00:33:12 -0400 Received-SPF: pass receiver=logan.com; client-ip=216.68.8.171; envelope-from=dreagan@fuse.net X-Original-Return-Path: X-CNFS-Analysis: v=1.0 c=1 a=UI1o88VJLH4wR25cyncA:9 a=UPwYSTABu1p6iFV-yWXQ9nFb95EA:4 a=AsvFWz11U9ihUKBv3LQA:9 a=L-VXv314xHunmUMuN4MA:7 a=wNdfDFpWumofaf_FqobCO8L71zUA:4 X-CM-Score: 0 X-Scanned-by: Cloudmark Authority Engine Authentication-Results: gwout2 smtp.mail=dreagan@fuse.net; spf=unknown Received-SPF: error (gwout2: 208.102.196.40 is neither permitted nor denied by domain of fuse.net Received: from [208.102.196.40] ([208.102.196.40:50803] helo=D45LWMF1) by gwout2 (envelope-from ) (ecelerity 2.2.2.37 r(28805/28810M)) with ESMTP id 27/99-09581-56D743A4; Sun, 14 Jun 2009 00:32:37 -0400 X-Original-Message-ID: <002001c9eca9$0a741e20$fdc8a8c0@D45LWMF1> From: "Dan Reagan" X-Original-To: "lancair" Subject: Continuous running hydraulic pump X-Original-Date: Sun, 14 Jun 2009 00:31:52 -0400 MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_001D_01C9EC87.83569740" X-Priority: 3 X-MSMail-Priority: Normal X-Mailer: Microsoft Outlook Express 6.00.2900.3138 X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3350 This is a multi-part message in MIME format. ------=_NextPart_000_001D_01C9EC87.83569740 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable This is case of creating a problem that wasn't there. My experience = might ease someone's tension in the future. While practicing an approach I got a "check engine" from the Chelton. = The indication was low voltage. I quickly saw the hydraulic pump was = running continuously. I pulled the hydraulic pump breaker. I got a = "gear transition" light so I suspected no hydraulic pressure which was = confirmed when I looked at the gauge. I figured the best thing to do was to leave everything as it was and = hand pump the gear down and land. This worked just fine. Now the problem was that for the first time in over 600 hours of flying = this thing, when I had set the flaps at 10 degrees I had left the flap = handle a little out of the detent and the valve was just dumping the = high side pressure to the low side and just kept the hydraulic pump = running. Some days I think that if every thing is going well I just create a = problem for the practice. At least my rebuild of the gear hand pump = worked well. Dan Reagan IVP 650 hours ------=_NextPart_000_001D_01C9EC87.83569740 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

This is case of creating a problem that = wasn't=20 there. My experience might ease someone's tension in the=20 future.

While practicing an approach I got a = "check engine"=20 from the Chelton. The indication was low voltage. I quickly = saw the=20 hydraulic pump was running continuously. I pulled the hydraulic = pump=20 breaker. I got a "gear transition" light so I suspected no = hydraulic=20 pressure which was confirmed when I looked at the gauge.

I figured the best thing to do was = to leave=20 everything as it was and hand pump the gear down and land. This = worked=20 just fine.

Now the problem was that for the first = time in over=20 600 hours of flying this thing, when I had set the flaps at 10 = degrees I=20 had left the flap handle a little out of the detent and the = valve was=20 just dumping the high side pressure to the low side and just kept the = hydraulic=20 pump running.

Some days I think that if every thing = is going well=20 I just create a problem for the practice. At least my rebuild of = the gear=20 hand pump worked well.

Dan Reagan

IVP 650 = hours

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