X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Tue, 03 Nov 2009 16:56:41 -0500 Message-ID: X-Original-Return-Path: Received: from [198.22.153.54] (HELO exusmail2.rpega.com) by logan.com (CommuniGate Pro SMTP 5.2.17) with ESMTPS id 3914781 for lml@lancaironline.net; Tue, 03 Nov 2009 13:22:15 -0500 Received-SPF: none receiver=logan.com; client-ip=198.22.153.54; envelope-from=Richard.Neal@pega.com Received: from exusmail2.rpega.com ([10.60.10.62]) by exusmail2.rpega.com ([10.60.10.62]) with mapi; Tue, 3 Nov 2009 13:21:38 -0500 From: "Neal, Richard" X-Original-To: "lml@lancaironline.net" X-Original-Date: Tue, 3 Nov 2009 13:21:35 -0500 Subject: 290 Gear-Up electrical short? Thread-Topic: 290 Gear-Up electrical short? Thread-Index: AcpcsnngK3Z6tzweRH+VMwIBKPQgjw== X-Original-Message-ID: Accept-Language: en-US Content-Language: en-US X-MS-Has-Attach: X-MS-TNEF-Correlator: x-cr-hashedpuzzle: B1Fg CPiU DMEc DhPc Djso FBxq FCmO FU5W F0eE GTgo GY0V IGjb INhX Iah0 JJGQ Jwhi;1;bABtAGwAQABsAGEAbgBjAGEAaQByAG8AbgBsAGkAbgBlAC4AbgBlAHQA;Sosha1_v1;7;{680217EE-344C-4EE7-A5F0-F3ADDF4B5AE3};cgBpAGMAaABhAHIAZAAuAG4AZQBhAGwAQABwAGUAZwBhAC4AYwBvAG0A;Tue, 03 Nov 2009 18:21:35 GMT;MgA5ADAAIABHAGUAYQByAC0AVQBwACAAZQBsAGUAYwB0AHIAaQBjAGEAbAAgAHMAaABvAHIAdAA/AA== x-cr-puzzleid: {680217EE-344C-4EE7-A5F0-F3ADDF4B5AE3} acceptlanguage: en-US Content-Type: multipart/alternative; boundary="_000_C5F0E870A6E8E14BA9BADFE6D05D2D6F2BF12914C5exusmail2rpeg_" MIME-Version: 1.0 --_000_C5F0E870A6E8E14BA9BADFE6D05D2D6F2BF12914C5exusmail2rpeg_ Content-Type: text/plain; charset="us-ascii" Content-Transfer-Encoding: quoted-printable Here's the email I did not want to ever write but if someone knows or has i= nsight, I need your thoughts. This morning with my instructor in my Lancai= r 290 we took off to do a trip around the pattern at our local airport. It= was clear sky, unlimited visibility. He and I performed a normal run-up, = by the book with no issues. Radio check, no issues, took off and gear-swit= ch up at point of no landing, no issues. As we were going to just do a simple landing, on downwind I did my normal b= efore landing checklist, slowed to gear down speed 120 kts and did my GUMPs= . Gas on correct side, fuel pump on, Undercarriage, gear down and three gr= een, check. (Instructor right seat audibly verified. They are very bright= green lights! And a bright yellow in-motion light illuminates) Mixture fu= ll rich, Prop max RPM (MT electric prop). Airspeed with gear down very qui= ckly drops from 120 to 100 so twisted in 16" on throttle from 13". Announced base turn, put in more flaps, did GUMPs again. Fuel correct. Aga= in, same verification three green! Mixture full rich, throttle twisted tigh= t (high rpm). Airspeed 95 kts. Right on glideslope. (VASI lights good). Announced final turn, put in all flaps, did GUMPs last time on short final.= This time, looked at lights, all OUT, gear switch down, no yellow. Hmmm = something's amiss here...!? Gear lever is down, why are lights out?! Circu= it breaker is in, not popped. Concentrate on landing, PING PING PING of b= lades and shooosh of composite on asphalt. Slide to a stop and look at in= structor who is looking at me. What happened??? We had THREE GREENS on do= wnwind and base, and gear down switch is STILL DOWN! Ok, if I was reading this I'd say sure, you imagined three greens didn't yo= u? But before you say so, we climbed out of the plane, and after a crane a= rrived picked up the plane the gear was cleanly stowed. Moved it off the r= amp and had an A&P the first person to check it while still lifted up by th= e crane. Everything turned on, electronics, radios, etc. No circuit break= ers popped. But the Gear Down switch (which was still in the down position= ) did NOT move the gear down or up, nor start the hydraulic motor. No smel= l of any burnt wiring, etc. A&P moved the gear switch up and down with no = effect. Pulled and reset the dedicated hydraulic pump breaker, no effect. = Checked the locking center console bypass switch, correct position, and fi= nally A&P asked me if there was a bypass. I pulled the hydraulic pump brea= ker and flipped the hydraulic lever bypass and the gear dropped. We pushed= the nearly completely extended gears to full lock position, and got THREE = GREEN. We were about 50 feet above the ground on very short final when on the 3rd = GUMPs I noticed the lights out, but with the gear down, and having seen thr= ee green 2x and verified by the instructor, I'm at a loss as to what happen= ed. All points to the gear retracting which makes me think there must be s= hort somewhere... So now off to meet the FAA guy, call the MT Prop guy, getting ready to call= the insurance guys... Lovely day to fly indeed! Regards, and remember it's not if, but when... Richard Neal ________________________________ PegaWORLD 2010 Join us at the world's largest BPM Thought Leadership Event April 25-27, 2010 | Philadelphia, PA USA | www.PegaWORLD2010.com --_000_C5F0E870A6E8E14BA9BADFE6D05D2D6F2BF12914C5exusmail2rpeg_ Content-Type: text/html; charset="us-ascii" Content-Transfer-Encoding: quoted-printable

Here’s the email I did not want to ever write = but if someone knows or has insight, I need your thoughts.  This morni= ng with my instructor in my Lancair 290 we took off to do a trip around the= pattern at our local airport.  It was clear sky, unlimited visibility.  He and I performed a normal run-up, by th= e book with no issues.  Radio check, no issues, took off and gear-swit= ch up at point of no landing, no issues.

 

As we were going to just do a simple landing, on dow= nwind I did my normal before landing checklist, slowed to gear down speed 1= 20 kts and did my GUMPs.  Gas on correct side, fuel pump on, Undercarr= iage, gear down and three green, check.  (Instructor right seat audibly verified.  They are very bright = green lights! And a bright yellow in-motion light illuminates)  Mixtur= e full rich, Prop max RPM (MT electric prop).  Airspeed with gear down= very quickly drops from 120 to 100 so twisted in 16” on throttle from 13”. 

 

Announced base turn, put in more flaps, did GUMPs ag= ain.  Fuel correct. Again, same verification three green! Mixture full= rich, throttle twisted tight (high rpm).  Airspeed 95 kts.  Righ= t on glideslope.  (VASI lights good). 

 

Announced final turn, put in all flaps, did GUMPs la= st time on short final.  This time, looked at lights, all OUT, gear sw= itch down, no yellow.  Hmmm something’s amiss here…!? = ; Gear lever is down, why are lights out?! Circuit breaker is in, not popped.  Concentrate on landing, PING PING  PING of blad= es and shooosh of composite on asphalt.   Slide to a stop and loo= k at instructor who is looking at me.  What happened???  We had T= HREE GREENS on downwind and base, and gear down switch is STILL DOWN!

 

Ok, if I was reading this I’d say sure, you im= agined three greens didn’t you?  But before you say so, we climb= ed out of the plane, and after a crane arrived picked up the plane the gear= was cleanly stowed.  Moved it off the ramp and had an A&P the first person to check it while still lifted up by the crane= .  Everything turned on, electronics, radios, etc.  No circuit br= eakers popped.  But the Gear Down switch (which was still in the down = position) did NOT move the gear down or up, nor start the hydraulic motor.  No smell of any burnt wiring, etc.  A&= P moved the gear switch up and down with no effect.  Pulled and reset = the dedicated hydraulic pump breaker, no effect.  Checked the locking = center console bypass switch, correct position, and finally A&P asked me if there was a bypass.  I pulled the hydraulic pump = breaker and flipped the hydraulic lever bypass and the gear dropped.  = We pushed the nearly completely extended gears to full lock position, and g= ot THREE GREEN. 

 

We were about 50 feet above the ground on very short= final when on the 3rd GUMPs I noticed the lights out, but with = the gear down, and having seen three green 2x and verified by the instructo= r, I’m at a loss as to what happened.  All points to the gear retracting which makes me think there must be short= somewhere…

 

So now off to meet the FAA guy, call the MT Prop guy= , getting ready to call the insurance guys…

 

Lovely day to fly indeed!

Regards, and remember it’s not if, but when= 230;

Richard Neal

 


PegaWORLD 2010
Join us at the world's largest BPM Thought Leadership Event
April 25-27, 2010 | Philadelphia, PA USA | www.PegaWORLD2010.com
 --_000_C5F0E870A6E8E14BA9BADFE6D05D2D6F2BF12914C5exusmail2rpeg_--