X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 02 Apr 2012 08:50:02 -0400 Message-ID: X-Original-Return-Path: Received: from blu0-omc3-s2.blu0.hotmail.com ([65.55.116.77] verified) by logan.com (CommuniGate Pro SMTP 5.4.4) with ESMTP id 5463249 for lml@lancaironline.net; Sat, 31 Mar 2012 01:35:28 -0400 Received-SPF: neutral receiver=logan.com; client-ip=65.55.116.77; envelope-from=frederickmoreno@bigpond.com Received: from BLU0-SMTP441 ([65.55.116.73]) by blu0-omc3-s2.blu0.hotmail.com with Microsoft SMTPSVC(6.0.3790.4675); Fri, 30 Mar 2012 22:34:52 -0700 X-Originating-IP: [124.183.138.106] X-Originating-Email: [frederickmoreno@bigpond.com] X-Original-Message-ID: X-Original-Return-Path: frederickmoreno@bigpond.com Received: from Razzle ([124.183.138.106]) by BLU0-SMTP441.phx.gbl over TLS secured channel with Microsoft SMTPSVC(6.0.3790.4675); Fri, 30 Mar 2012 22:34:50 -0700 MIME-Version: 1.0 X-Original-Date: Sat, 31 Mar 2012 13:34:36 +0800 Content-Type: multipart/alternative; charset="iso-8859-1"; boundary="------------Boundary-00=_O5IQ2YW712S000000000" X-Mailer: IncrediMail (6295180) From: Frederick Moreno X-FID: FLAVOR00-NONE-0000-0000-000000000000 X-Priority: 3 X-Original-To: "Lancair Mail (lml@lancaironline.net)" Subject: LIV landing gear anomaly X-OriginalArrivalTime: 31 Mar 2012 05:34:51.0375 (UTC) FILETIME=[FE8D87F0:01CD0EFF] --------------Boundary-00=_O5IQ2YW712S000000000 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Here is an interesting couple of events with nothing relevant found in th= e archives. Aircraft has an estimated 300 take off and landing cycles sin= ce new.=0D =0D About three flights a go I took off and raised the gear. One main came = up, showed yellow, one stayed down and showed green, and the nose stayed down and showed green. Makes for a funny looking light display on the panel. Recycled gear, no problem, and none in subsequent flights. =0D =0D Last flight, after flying an hour to a fly in, staying five hours (cool d= ay) I took off, nose gear retracted and showed yellow, but mains stayed down and showed green. Recycled gear, no problem. =0D =0D When I got home, I jacked up the gear and did various retraction tests. = In each case, the nose came up first and mains followed. A buddy applied ab= out 20-30 pounds of "air load" to the left main before retraction but to no effect. Again, nose came up first and mains followed immediately after = the nose wheel banged against the stop. Hmmmm....=0D =0D Our initial theory was electrical contactor fault, but nothing was found = in ground tests. Initial theories about pressure switch dead band (checked O= K, about 1100 on, 1200-1220 off) went out the window with the results of the ground retraction tests. =0D =0D Thoughts among the landing gear cognoscenti?=0D =0D Fumbling Fred --------------Boundary-00=_O5IQ2YW712S000000000 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Here is an interesting couple of events with nothing relevant found = in the archives. Aircraft has an estimated 300 take off and l= anding cycles since new.

About three flights a go I took off and raised the gear. = One main came up, showed yellow, one stayed down and showed green, and t= he nose stayed down and showed green. Makes for a funny looking lig= ht display on the panel. Recycled gear, no problem, and none in= subsequent flights.

Last flight, after flying an hour to a fly in, staying five hours (c= ool day), I took off, nose gear retracted and showed yellow, but mains&nb= sp;stayed down and showed green. Recycled gear, no problem.

When I got home, I jacked up the gear and did various retraction tes= ts. In each case, the nose came up first and mains followed. = A buddy applied about 20-30 pounds of "air load" to the left main before = retraction but to no effect. Again, nose came up first and ma= ins followed immediately after the nose wheel banged against the sto= p. Hmmmm....

Our initial theory was electrical contactor fault, but nothing = was found in ground tests. Initial theories about pressure swit= ch dead band (checked OK, about 1100 on, 1200-1220 off) went out the wind= ow with the results of the ground retraction tests.

Thoughts among the landing gear cognoscenti?

Fumbling Fred

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