X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Received: from elasmtp-dupuy.atl.sa.earthlink.net ([209.86.89.62] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6321640 for lml@lancaironline.net; Wed, 12 Jun 2013 13:36:49 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.62; envelope-from=colyncase@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=rWTqeNShgv4InpW+d3KxTBbH0WV5HweBb35fRUXRL42bdJKLMIm7v8tHk2JtyARG; h=Received:From:Mime-Version:Content-Type:Subject:Date:In-Reply-To:To:References:Message-Id:X-Mailer:X-ELNK-Trace:X-Originating-IP; Received: from [71.181.119.165] (helo=[192.168.1.24]) by elasmtp-dupuy.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1Umoxy-0000SY-Ic for lml@lancaironline.net; Wed, 12 Jun 2013 13:36:14 -0400 From: Colyn Case Mime-Version: 1.0 (Apple Message framework v1085) Content-Type: multipart/alternative; boundary=Apple-Mail-66--238133361 Subject: Re: [LML] nose gear check Date: Wed, 12 Jun 2013 13:36:14 -0400 In-Reply-To: To: "Lancair Mailing List" References: Message-Id: <8F2F8C1B-813C-47D1-9131-A1AD67E71CC2@earthlink.net> X-Mailer: Apple Mail (2.1085) X-ELNK-Trace: 63d5d3452847f8b1d6dd28457998182d7e972de0d01da940a995475cc0382c4ea61184c451636952350badd9bab72f9c350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 71.181.119.165 --Apple-Mail-66--238133361 Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=us-ascii Ralf, If you do this, please don't tell my insurance company, the ntsb, nor = allow your surviving relations to make any reports. After all, isn't a = good set of jacks about one hamburger's worth of fuel? =20 thanks, Colyn On Jun 12, 2013, at 9:35 AM, Jack Morgan wrote: Hi Ralf, I have often done this and see no problem. I hang a "box of rocks" = (Lancair part number 120099008-00-a.... just kidding) from the tail = tie down. Just add large rocks until the airplane sits back on the box = (over 100 lbs of rocks). I then have a friend blow gently into the pitot = to release the gear lever and move it part way. Turn the master off or = pull the pump breaker and move the gear lever to full down if you have = the standard hydraulic reservoir. There is not enough capacity with the = standard reservoir to put significant pressure on the main cylinders. = You can cycle the nose gear up and down without moving the gear lever = all the way up to lock it. I suggest using the master to control the = hydraulic pump since repeated cycling of the pump breaker will = eventually fail it. If you have the large reservoir, discharge it by moving the gear lever = partially up and down until it is depleted and then use the pump as = above. With the weight of the rocks and the airplane there is considerable = weight on the mains. I believe this set up is preferable to lifting the = nose as it gives extra insurance that the mains can't move. I have never = let the full hydraulic pressure come up so don't know if the mains can = actually lift the airplane and collapse. Perhaps others have experience = here and can comment. It is easy to partially retract the nose by = cycling the master and therefore the pump. You can then manually move = the nose gear up to check the door clearance and closure. Release one = door so you can see what is going on with the other door when moving the = wheel up into the tunnel. Hope this helps. Jack Morgan On Jun 12, 2013, at 6:00 AM, Lancair Mailing List wrote: > From: > Subject: Nose gear check 4P > Date: June 11, 2013 10:30:07 AM EDT > To: lml@lancaironline.net >=20 >=20 > Dear subscribers, >=20 > A friend took a picture of the belly of my airplane in flight with the > gear up. It looked to me that the nose gear door was not completely > closed. I had that issue before on the ground before and adjusting the > threaded rods fixed it. >=20 > I am reluctant of putting the airplane on jacks and do a complete gear > check because my jack up equipment is not perfect and it is a major > undertaking to get the airplane that high. >=20 > Someone told me (unfortunately I don't remember who) that I can leave > the plane on the main gear and just use a hoist with ropes around the > prop and lift the nose gear of the ground and then move the gear = switch > up (after unlocking it). >=20 > The hydraulic pressure is not high enough to move the mains but it = will > move the nose gear. Is this an ok procedure to use? Do I need to = remove > the spinner if I wrap a rope around the 2 blades of my 3 blade prop? >=20 > Thanks for your input >=20 > Ralf --Apple-Mail-66--238133361 Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=us-ascii
Hi Ralf,

I have = often done this and see no problem. I hang a "box of rocks" (Lancair = part number 120099008-00-a....   just kidding) from the tail tie = down. Just add large rocks until the airplane sits back on the box (over = 100 lbs of rocks). I then have a friend blow gently into the pitot to = release the gear lever and move it part way. Turn the master off or pull = the pump breaker and move the gear lever to full down if you have the = standard hydraulic reservoir. There is not enough capacity with the = standard reservoir to put significant pressure on the main cylinders. = You can cycle the nose gear up and down without moving the gear lever = all the way up to lock it. I suggest using the master to control the = hydraulic pump since repeated cycling of the pump breaker will = eventually fail it.

If you have the large reservoir, = discharge it by moving the gear lever partially up and down until it is = depleted and then use the pump as above.

With = the weight of the rocks and the airplane there is considerable weight on = the mains. I believe this set up is preferable to lifting the nose as it = gives extra insurance that the mains can't move. I have never let the = full hydraulic pressure come up so don't know if the mains can actually = lift the airplane and collapse. Perhaps others have experience here and = can comment. It is easy to partially retract the nose by cycling the = master and therefore the pump. You can then manually move the nose gear = up to check the door clearance and closure. Release one door so you can = see what is going on with the other door when moving the wheel up into = the tunnel.

Hope this = helps.

Jack = Morgan


On Jun 12, 2013, at 6:00 = AM, Lancair Mailing List wrote: