X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from imr-da02.mx.aol.com ([205.188.105.144] verified) by logan.com (CommuniGate Pro SMTP 6.0.1) with ESMTP id 6080099 for lml@lancaironline.net; Sat, 23 Feb 2013 17:42:06 -0500 Received-SPF: pass receiver=logan.com; client-ip=205.188.105.144; envelope-from=Sky2high@aol.com Received: from mtaomg-da06.r1000.mx.aol.com (mtaomg-da06.r1000.mx.aol.com [172.29.51.142]) by imr-da02.mx.aol.com (Outbound Mail Relay) with ESMTP id 7F3711C0000E2; Sat, 23 Feb 2013 17:41:32 -0500 (EST) Received: from core-mtc001a.r1000.mail.aol.com (core-mtc001.r1000.mail.aol.com [172.29.235.1]) by mtaomg-da06.r1000.mx.aol.com (OMAG/Core Interface) with ESMTP id 26004E000088; Sat, 23 Feb 2013 17:41:32 -0500 (EST) From: Sky2high@aol.com Full-name: Sky2high Message-ID: <1e1d.5c45a522.3e5a9f9b@aol.com> Date: Sat, 23 Feb 2013 17:41:32 -0500 (EST) Subject: Re: [LML] Re: Nose Gear Strut To: lml@lancaironline.net CC: N4ZQ@verizon.net MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="part1_1e1d.5c45a522.3e5a9f9b_boundary" X-Mailer: AOL 9.6 sub 168 X-Originating-IP: [67.175.156.123] x-aol-global-disposition: G DKIM-Signature: v=1; a=rsa-sha256; c=relaxed/relaxed; d=mx.aol.com; s=20121107; t=1361659292; bh=L8Sc1xrcUP5eHE80U20U9KpUl6lKTEMITosdvMbJYYo=; h=From:To:Subject:Message-ID:Date:MIME-Version:Content-Type; b=aM91HB+zgdvjg3S7ZZ8DAch0BBYRdOGM7Xgy7ASjYQ99FZhmT+z9OZCK/G2Cv7f1Y RNBvUs4nA24lEwV3B7bNNAOwAo5blBm+fk3QVQLnpcUi0q/7B9Qqc7dWXsitkybTKy YVC7KB6T8QhgOSLQEOLkZiS6AWPWJ1lsGIE+Ri8U= X-AOL-SCOLL-SCORE: 0:2:379911264:93952408 X-AOL-SCOLL-URL_COUNT: 0 x-aol-sid: 3039ac1d338e5129459c724c --part1_1e1d.5c45a522.3e5a9f9b_boundary Content-Type: text/plain; charset="US-ASCII" Content-Transfer-Encoding: 7bit Angier, With the strut fully extended a little play may not be as important as the same play when weight is on the nose wheel and the strut is some compressed. In this case, the test is to use two steel/Al plates with grease between them placed under the nose wheel whilst on the floor and the strut has weight on it. Then you should be able to turn the wheel without too much effort and perhaps see if there is play - simulated taxi condition. Grayhawk In a message dated 2/23/2013 4:32:37 P.M. Central Standard Time, N4ZQ@verizon.net writes: I removed the fork this morning and inspected the strut which was dry inside. Bled off the pressure and removed the little valve stem piece thingy, collapsed the strut and no oil came out. I added a bit more than 1oz of fork oil which was just enough to have the oil flow from the valve with the strut collapsed. Worked the nose wheel side to side and could hear some air inside so kept doing this as well as collapsing/extending the strut. After a while, no air bubbles could be heard. But I have one observation and don't know if it's normal or not since I don't know how the dampening is accomplished inside. With the wheel centered or in any other position right or left, I can move the wheel perhaps a degree or two either side and don't feel as much dampening as I do when turning the wheel further left or right. Seems like a dead or null zone either side of where the wheel is positioned. I'll check again in the morning and then pressurize the strut and then see how it feels. My tire pressures are 60 on the mains and 55 on the nose as recommended by a well known Lancair GURU... Thorough inspection of the engine mount shows all normal and wheel bearings are correctly loaded. Angier Ames N4ZQ -- For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.html --part1_1e1d.5c45a522.3e5a9f9b_boundary Content-Type: text/html; charset="US-ASCII" Content-Transfer-Encoding: quoted-printable
Angier,
 
With the strut fully extended a little play may not be as importa= nt as=20 the same play when weight is on the nose wheel and the strut is some=20 compressed.  In this case, the test is to use two steel/Al plates with= =20 grease between them placed under the nose wheel whilst on the floor and the= =20 strut has weight on it.  Then you should be able to turn the wheel wit= hout=20 too much effort and perhaps see if there is play - simulated taxi=20 condition.
 
Grayhawk
 
In a message dated 2/23/2013 4:32:37 P.M. Central Standard Time,=20 N4ZQ@verizon.net writes:
= I=20 removed the fork this morning and inspected the strut which was dry=20 inside.
Bled off the pressure and removed the little valve stem piece= =20 thingy, collapsed the strut and no oil came out.
I added a bit more th= an=20 1oz of fork oil which was just enough to have the oil flow from the valve= with=20 the strut collapsed.
Worked the nose wheel side to side and could hear= some=20 air inside so kept doing this as well as collapsing/extending the strut. = After=20 a while, no air bubbles could be heard. But I have one observation and do= n't=20 know if it's normal or not since I don't know how the dampening is=20 accomplished inside. With the wheel centered or in any other position rig= ht or=20 left, I can move the wheel perhaps a degree or two either side and don't = feel=20 as much dampening as I do when turning the wheel further left or right. S= eems=20 like a dead or null zone either side of where the wheel is positioned. I'= ll=20 check again in the morning and then pressurize the strut and then see how= it=20 feels.

My tire pressures are 60 on the mains and 55 on the nose as= =20 recommended by a well known Lancair GURU...
Thorough inspection of the= =20 engine mount shows all normal and wheel bearings are correctly=20 loaded.

Angier Ames
N4ZQ
--
For archives and unsub=20 http://mail.lancaironline.net:81/lists/lml/List.html<= /DIV> --part1_1e1d.5c45a522.3e5a9f9b_boundary--