Message-ID: <38F9EC19.69682126@home.com>
Date: Sun, 16 Apr 2000 09:36:41 -0700
From: Bill Hogarty <hogarty@home.com>
Organization: @home
To: lancair.list@olsusa.com
Subject: Re:IV-P Retraction Tests
References: <20000416043843.AAA17860@ns1.olsusa.com>
Mime-Version: 1.0

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Would like to share some thoughts on the recently completed retraction
tests on our IV-P, N499R;

1.  A surplus hydraulic gage (from a T-33) plumbed into the pressure
line and fit into the inst panel (in addition to the warning lite) tells
the whole story in a glance.

2.  Use two wraps of 1 mil Teflon tape on all tapered hydraulic
fittings.

3.  Leaving 1050 PSI in the system overnight with paper towels under the
fittings quickly identified all bleeding fittings.

4.  Remember when routing the hydraulic lines inside  the "wheel cover",
that the lines will have to co-exist with the wheels, brakes, AND the
door springs.

4.  Position the door sliders on the gear doors by sighting down onto
the gear legs
with the gear retracted and the doors closed.  The sliders should be
mounted on the gear doors directly under the gear legs.(saves a lot of
guessing!!!)

5.  Cut the fwd end of the gear doors to minimize the opening that
results with the gear extended.  If you use the pattern from the
factory, you will spend a lot of time cutting and filling (like I did).

6.  When you are cutting the slots in the gear cover for the gear legs,
remember that the brakes also occupy some space in that area.

7.  Turns out that mounting the accumulator on the centerline floor
directly in front of the gear cover was a pretty good idea.  No bulge in
the baggage compartment floor and no hydraulic line running over the
gear leg.

8.  As an after- thought, the system is self bleeding except for
emergency hyd pump and that only took 2 or 3 strokes to fill with the
return line fitting at the shuttle valve cracked.  (use a paper towel to
catch the few leaking drops of oil).  The pump is pretty noisy, tho.

Keep the faith and keep building  : - )))  Bill Hogarty

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