X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 07 Feb 2008 13:34:02 -0500 Message-ID: X-Original-Return-Path: Received: from mtao05.charter.net ([209.225.8.179] verified) by logan.com (CommuniGate Pro SMTP 5.2.0) with ESMTP id 2719199 for lml@lancaironline.net; Thu, 07 Feb 2008 07:16:15 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.225.8.179; envelope-from=LHenney@charter.net Received: from aarprv06.charter.net ([10.20.200.76]) by mtao05.charter.net (InterMail vM.7.08.02.00 201-2186-121-20061213) with ESMTP id <20080207121529.UPYP9243.mtao05.charter.net@aarprv06.charter.net> for ; Thu, 7 Feb 2008 07:15:29 -0500 Received: from LHenneyLaptop ([68.118.120.245]) by aarprv06.charter.net with ESMTP id <20080207121528.CZVX14098.aarprv06.charter.net@LHenneyLaptop> for ; Thu, 7 Feb 2008 07:15:28 -0500 From: "LHenney" X-Original-To: "Lancair List" Subject: FW: [LML] 235/320/360 gear dump valve idea X-Original-Date: Thu, 7 Feb 2008 06:15:34 -0600 X-Original-Message-ID: <021c01c86983$2409bf70$650fa8c0@LHenneyLaptop> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_021D_01C86950.D96F4F70" X-Mailer: Microsoft Office Outlook 11 Thread-Index: AchpgHm6JrUh9QAaSX6JKwMOHaIiTwAAT+Hg X-MimeOLE: Produced By Microsoft MimeOLE V6.00.2900.3198 X-Chzlrs: 0 This is a multi-part message in MIME format. ------=_NextPart_000_021D_01C86950.D96F4F70 Content-Type: text/plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Randy, =20 Hold off on the machine work. Your pump is designed with a third port (between the two now in use). It is threaded and ready for your return line. A =BC =93 tubing can be installed as a down tube in the tank = (mine came with the tube installed). =20 Also, Randy Stuarts idea of a T shuttle sounds very, very interesting. = I don=92t completely know what a T shuttle valve is however. Thus, I=92m grappling with check valve analogies and getting a lot of =93how would = that work?=94 thoughts. Does this mean pressure on up circuit triggers = opening of shuttle from down circuit, therefore T goes to third port??? I=92m = tempted to like this idea. Additionally, could second T also tie in to third port = and allow 3 way dump common path to reservoir. Please tell us more R. = Stuart=85.. =20 Larry Henney N360LH Much less chirping lately after changing out pump O rings; Lancair also = got more pressure gauges in stock and shipped mine. =20 _____ =20 From: Sky2high@aol.com [mailto:Sky2high@aol.com]=20 Sent: Wednesday, February 06, 2008 2:49 PM To: lml@lancaironline.net Subject: Re: [LML] 235/320/360 gear dump valve idea =20 Randy, =20 Remember that the reservoir needs a small vent hole so that air pressure = or vacuum does not build up in the reservoir itself. Usually the vent is = in the filler cap or its threads. =20 Scott Krueger AKA Grayhawk Lancair N92EX IO320 SB 89/96 Aurora, IL (KARR) Pilot not TSO'd, Certificated score only > 70%. =20 =20 In a message dated 2/6/2008 11:29:13 A.M. Central Standard Time, randylsnarr@yahoo.com writes: With the way the hydraulic system is currently designed, you equalize = the pressure on the high and low sides when it is opened. For those of us = who have pressure gauges, you can see that you can have significant pressure = on the system even when the valve is opened. I want to be able to not only equalize the pressure between the high and low sides of the hydraulic = system with the dump valve but also release the pressure on both sides. Today I purchased a 3 way valve to do just that. The idea is to open = the valve connecting the high and low sides and also releasing the = pressure back to the tank. I will most likely run a low pressure line like nylaflow back to the = pump and make spin up a custom fitting on the lathe out of aluminum to go = into the dipstick hole and terminate the return line there. I will make a = needle dipstick checker that will screw into the same fitting for checking = fluid level. If you wanted to do it the easy way, you could always just dump the low pressure line out the belly of the airplane onto the ground. It would = take very little fluid to drop the pressure and there would be no need to = deal with connecting the low pressure fluid line to the tank. I hate pulling the airplane out of a cool hanger into the warm sunshine = and watching the gear pressures rise to 6-700 lbs before the master switch = is turned on! We all know what happens when they hit 900. Yep no gear retraction as the upper limit has been tripped by the system pressure.=20 My new valve would fix that!!! I hope... =20 _____ =20 Who's never won? Biggest Grammy Award surprises of all time on AOL Music. ------=_NextPart_000_021D_01C86950.D96F4F70 Content-Type: text/html; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable

Randy,

 

Hold off on the machine work.=A0 = Your pump is designed with a third port (between the two now in use).=A0 It is = threaded and ready for your return line.=A0 A =BC “ tubing can be installed as = a down tube in the tank (mine came with the tube = installed).

 

Also, Randy Stuarts idea of a T = shuttle sounds very, very interesting.=A0 I don’t completely know what a T = shuttle valve is however. =A0Thus, I’m grappling with check valve = analogies and getting a lot of “how would that work?” thoughts. =A0=A0Does = this mean pressure on up circuit triggers opening of shuttle from down circuit, = therefore T goes to third port???=A0 I’m tempted to like this idea.=A0 = Additionally, could second T also tie in to third port and allow 3 way dump common = path to reservoir.=A0 Please tell us more R. Stuart…..

 

Larry = Henney

N360LH

Much less chirping lately after = changing out pump O rings; Lancair also got more pressure gauges in stock and = shipped mine.

 

From: = Sky2high@aol.com [mailto:Sky2high@aol.com]
Sent: Wednesday, February = 06, 2008 2:49 PM
To: = lml@lancaironline.net
Subject: Re: [LML] = 235/320/360 gear dump valve idea

 

Randy,

=

 

=

Remember that the reservoir needs = a small vent hole so that air pressure or vacuum does not build up in the = reservoir itself.  Usually the vent is in the filler cap or its = threads.

 

=

Scott Krueger AKA Grayhawk
Lancair N92EX IO320 SB 89/96
Aurora, = IL (KARR)

Pilot not TSO'd, Certificated score only > = 70%.

 

=

 

=

In a message dated 2/6/2008 = 11:29:13 A.M. Central Standard Time, randylsnarr@yahoo.com = writes:

With the way the hydraulic system = is currently designed, you equalize the pressure on the high and low sides = when it is opened. For those of us who have pressure gauges, you can see that = you can have significant pressure on the system even when the valve is opened. I = want to be able to not only equalize the pressure between the high and low = sides of the hydraulic system with the dump valve but also release the pressure = on both sides.

Today I purchased a 3 way valve to do just that. The idea  is to = open the valve  connecting  the high and low sides and also releasing = the pressure back to the tank.
I will most likely run a low pressure line like nylaflow back to the = pump and make spin up a custom fitting on the lathe out of aluminum to go into = the dipstick hole and terminate the return line there. I will make a needle dipstick checker that will screw into the same fitting for checking = fluid level.
If you wanted to do it the easy way, you could always just dump the low pressure line out the belly of the airplane onto the ground. It would = take very little fluid to drop the pressure and there would be no need to deal = with connecting the low pressure fluid line to the tank.

I hate pulling the airplane out of a cool hanger into the warm sunshine = and watching the gear pressures rise to 6-700 lbs before the master switch = is turned on! We all know what happens when they hit 900. Yep no gear = retraction as the upper limit has been tripped by the system pressure.
My new valve would fix that!!!
I hope...

 

=



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