The incident Bill Edwards describes lacks certain information that I believe would be important for those interested in "the rest of the story."  Mr. Edwards aircraft did not order the inspection, thus, Mr. Edwards was not financially responsible for the inspection.  That means that he is not entitled to a copy of the inspection report.  Lancair requires that the aircraft being inspected be located at a facility that maintains jacks sufficient to lift the aircraft for landing gear operation and inspection as well as other tools and materials that cannot be transported easily or economically to the inspection site.  The jacks and other equipment were available, and the aircraft was lifter using that equipment.  Mr. Edwards had a different style engine lifting point/pin and it is was this pin that failed during the retract proceedure.  The shifting weight of the aircraft was a major factor in the jack coming out of the non-standard jack points.  Irrespective of who purchased the inspection, or how the jack came out of the jack point, it is a fact that the jack came out of the jack point and, thankfully, produced only minor damage.  Since the damage was to be repaired, our inspector left the interior panels uninstalled.  When I heard of this incident, I advised that Lancair would send the inspector back to install the panels upon the repairs being made.  I even told the new owner that should he get the aircraft to Redmond, we would make the repairs there at no cost to him.

 

A lot has been said on the LML about nose struts.  I believe one lister got it right when he said that ESCO was still in business.  They are, however, they are no longer in the business of making nose struts.  These struts cannot easily be overhauled in the field.  There are many changes that were made to the strut over the years that they have been in service.  Some include an increased shaft wall thickness, self centering and improved shimmy dampning.  Shimmy is not exclusively a condition caused by the nose strut.  Many of you have correctly identified the other areas that must be examined before coming to the conclusion that the shimmy is caused by the condition of the strut.  Tire pressure and tire balance are at the top of the list of those things you must check.  If the shimmy has continued for a extended period of time, you must check the condition of the engine mount.  If the engine mount is damaged, you can be sure that it is contributing to the shimmy.....but it is not necessarily the underlying cause of the shimmy.  Yes, as Mr. Edwards has stated, I do have a small shimmy that exhibits itself on rollout.  I have the older ESCO strut.  My strut does need to be occasionally serviced with Nitrogen as they all do.  And yes, my strut has been overhauled to include the newer parts available through Lancair.

 

Keep in mind that Lancair did not willingly go into this insurance inspection business.  It was a requirement to maintain insurance for its customers.  Insurance is a necessary evil.  If you want it you have to do comply with the requirements established by AIG Insurance.  I don't like it but there it is!  Keep training, fly safely, and maybe our rates and these requirements will be lowered.

 

Joe