X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Thu, 13 Jun 2013 16:37:38 -0400 Message-ID: X-Original-Return-Path: Received: from qmta07.westchester.pa.mail.comcast.net ([76.96.62.64] verified) by logan.com (CommuniGate Pro SMTP 6.0.5) with ESMTP id 6324042 for lml@lancaironline.net; Thu, 13 Jun 2013 14:58:06 -0400 Received-SPF: pass receiver=logan.com; client-ip=76.96.62.64; envelope-from=jmorgan1023@comcast.net Received: from omta12.westchester.pa.mail.comcast.net ([76.96.62.44]) by qmta07.westchester.pa.mail.comcast.net with comcast id nnEA1l0010xGWP857uxXnq; Thu, 13 Jun 2013 18:57:31 +0000 Received: from [192.168.1.115] ([24.11.157.196]) by omta12.westchester.pa.mail.comcast.net with comcast id nuxX1l0074EXR5U3YuxXvf; Thu, 13 Jun 2013 18:57:31 +0000 From: Jack Morgan Mime-Version: 1.0 (Apple Message framework v1283) Content-Type: multipart/alternative; boundary="Apple-Mail=_CE555F58-F981-4AA6-8296-CF0104F3B76E" Subject: Nose gear check clarification X-Original-Date: Thu, 13 Jun 2013 14:57:30 -0400 In-Reply-To: X-Original-To: "Lancair Mailing List" References: X-Original-Message-Id: <78F98C97-84A7-4D83-BF86-0A4605E08F7A@comcast.net> X-Mailer: Apple Mail (2.1283) --Apple-Mail=_CE555F58-F981-4AA6-8296-CF0104F3B76E Content-Transfer-Encoding: quoted-printable Content-Type: text/plain; charset=iso-8859-1 Lancairains, The below only applies to the IV which has the main gear retract into = the fuselage. Lancairs which retract more conventionally into the wing = should not do this...... so everybody is right. In order to get the IV mains over center the aircraft needs to lift up = more than a foot which cannot be accomplished with the hydraulics alone. = Only with a IV, it is safer to leave the mains on the ground when = working with the nose gear only. Just be sure to restore the hydraulic = pressure before setting the nose down. Just wanted to be sure the non IV wing retract owners didn't try this. Jack Morgan On Jun 13, 2013, at 6:00 AM, Lancair Mailing List wrote: > From: Jack Morgan > Subject: Fwd: nose gear check > Date: June 12, 2013 3:11:45 PM EDT > To: lml@lancaironline.net >=20 >=20 > Oops. Got my up and down backwards. Once you have the latch released = move the gear lever to up with the small reservoir and avoid moving the = lever all the way down until you are through checking things out. As = long as you move the lever all down and bring the system to full = pressure you will insure the main down locks are secure when you set the = nose back down again. >=20 > Keep in mind that the nose gear needs full pressure to insure it is = locked down. >=20 > Jack Morgan >=20 > Begin forwarded message: >=20 >> From: Jack Morgan >> Subject: nose gear check >> Date: June 12, 2013 8:56:17 AM EDT >> To: Lancair Mailing List >>=20 >> Hi Ralf, >>=20 >> 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. >>=20 >> 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. >>=20 >> 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. >>=20 >> Hope this helps. >>=20 >> Jack Morgan >>=20 >>=20 --Apple-Mail=_CE555F58-F981-4AA6-8296-CF0104F3B76E Content-Transfer-Encoding: quoted-printable Content-Type: text/html; charset=iso-8859-1
To: 
 Lancair Mailing = List <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


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