X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Fri, 27 Dec 2013 09:46:58 -0500 Message-ID: X-Original-Return-Path: Received: from omr-m06.mx.aol.com ([64.12.143.80] verified) by logan.com (CommuniGate Pro SMTP 6.0.7) with ESMTPS id 6654633 for lml@lancaironline.net; Fri, 27 Dec 2013 08:09:14 -0500 Received-SPF: pass receiver=logan.com; client-ip=64.12.143.80; envelope-from=vtailjeff@aol.com Received: from mtaout-mbd02.mx.aol.com (mtaout-mbd02.mx.aol.com [172.26.252.14]) by omr-m06.mx.aol.com (Outbound Mail Relay) with ESMTP id CBB49700308C4 for ; Fri, 27 Dec 2013 08:08:39 -0500 (EST) Received: from [192.168.1.131] (24-107-98-233.dhcp.stls.mo.charter.com [24.107.98.233]) (using TLSv1 with cipher AES128-SHA (128/128 bits)) (No client certificate requested) by mtaout-mbd02.mx.aol.com (MUA/Third Party Client Interface) with ESMTPSA id 8007F38000086 for ; Fri, 27 Dec 2013 08:08:39 -0500 (EST) From: Jeff Edwards Content-Type: multipart/alternative; boundary=Apple-Mail-DFCD159A-4305-4F08-9955-25E469CAC3D7 Content-Transfer-Encoding: 7bit Mime-Version: 1.0 (1.0) Subject: Re: [LML] Re: Engine Mount Crack X-Original-Message-Id: <62254A3A-957E-4F10-BCCD-D69D2A68EE51@aol.com> X-Original-Date: Fri, 27 Dec 2013 07:08:39 -0600 References: In-Reply-To: X-Original-To: Lancair Mailing List X-Mailer: iPad Mail (11B511) x-aol-global-disposition: G x-aol-sid: 3039ac1afc0e52bd7bd72c8d X-AOL-IP: 24.107.98.233 --Apple-Mail-DFCD159A-4305-4F08-9955-25E469CAC3D7 Content-Type: text/plain; charset=utf-8 Content-Transfer-Encoding: quoted-printable John, Thank you for your email on this. The Evos had a similar issue that required= reinforcing the firewall and changes to the nose gear actuator mount. At l= east one aircraft had firewall damage. Lancair issued a service bulletin on t= hat.=20 It behooves all Legacy owners to check for similar problems. Jeff Sent from my iPad > On Dec 26, 2013, at 7:22 AM, John Smith wrote: >=20 > Merry Christmas everyone! >=20 >=20 >=20 > 3 or 4 months ago, I reported on the forum that I had found substantial mo= vement of my engine mount around the area where Dan subsequently found a cra= ck. Many of you asked for me to send the video I had taken of the movement t= hat was clearly visible and occurring by simply moving the over-centre links= up and down with no hydraulic pressure applied to the cylinder =E2=80=93 ot= her than fluid resistance forces etc. I had raised the issue with Lancair, b= ut they had not come across this. I think there was a change in the engine m= ount design =E2=80=93 probably between 2005, and 2008 when I took delivery o= f my kit. I had checked the pressure switch settings, cylinder rod end adjus= tment etc =E2=80=93 no issues there, but if the mount moves as easily as it d= oes as I showed in the video, and having read what happened to Dan's mount, I= felt something had to be done. So I went ahead with installing a pair of kn= ee braces behind the firewall to provide for properly anchoring the aft over= centre link mounting points. >=20 > The attached pics tell most of the story, but in summary. The knee braces a= re 12 BID carbon with 6 BID reinforcing angles floxed to the knee brace webs= making 18 BID both sides; these angles also strengthen the bond of the knee= braces to the sides of the nose gear tunnel. The clamp pieces tuck right in= side the weldments =E2=80=93 quite a complicated shape dimensioned using mou= lds (especially so to make sure that the door closing links / bolts clear th= e clamps) and then drawn up in CAD and machined on a CNC machine from 10mm a= luminium bar. A number of flox releases were required here and there to make= sure everything sits nice and square. AN4 machine screws hold the clamps in= place. >=20 > Having of course checked for clearances and done a retract test, I have no= w taken the aircraft for a fly. All fine=E2=80=A6 and absolutely no movement= of the engine mount is evident. I feel I now have very robust nose gear bra= cing where flexing either forwards or aft of the engine mount is pretty unli= kely. >=20 > Just thought I'd share this with you all, as I really didn't want to end u= p with what happened to Dan's engine mount. And I was looking for a solution= that didn't require the engine mount to be removed from the aircraft and re= inforced =E2=80=93 probably a technically better solution, but=E2=80=A6=E2=80= =A6=E2=80=A6. >=20 > If anyone wants more details or the CAD file for the clamps, or higher qua= lity pics, just let me know.=20 >=20 >=20 >=20 > Regards, >=20 > John >=20 >=20 > John N G Smith > Tel / fax: +61-8-9385-8891 > Mobile: +61-409-372-975 > Email: john@jjts.net.au >=20 > > > > > > > -- > For archives and unsub http://mail.lancaironline.net:81/lists/lml/List.htm= l --Apple-Mail-DFCD159A-4305-4F08-9955-25E469CAC3D7 Content-Type: text/html; charset=utf-8 Content-Transfer-Encoding: quoted-printable
John,

Thank y= ou for your email on this. The Evos had a similar issue that required reinfo= rcing the firewall and changes to the nose gear actuator mount.  At lea= st one aircraft had firewall damage. Lancair issued a service bulletin on th= at. 

It behooves all Legacy owners to check fo= r similar problems.

Jeff

Sent from my= iPad

On Dec 26, 2013, at 7:22 AM, John Smith <john@jjts.net.au> wrote:

Merry Christmas everyone!

<= div>

3 or 4 months ago, I reported on the forum= that I had found substantial movement of my engine mount around the area wh= ere Dan subsequently found a crack. Many of you asked for me to send the vid= eo I had taken of the movement that was clearly visible and occurring by sim= ply moving the over-centre links up and down with no hydraulic pressure appl= ied to the cylinder =E2=80=93 other than fluid resistance forces etc.  = I had raised the issue with Lancair, but they had not come across this. I th= ink there was a change in the engine mount design =E2=80=93 probably between= 2005, and 2008 when I took delivery of my kit. I had checked the pressure s= witch settings, cylinder rod end adjustment etc =E2=80=93 no issues there, b= ut if the mount moves as easily as it does as I showed in the video, and hav= ing read what happened to Dan's mount, I felt something had to be done. So I= went ahead with installing a pair of knee braces behind the firewall to pro= vide for properly anchoring the aft over centre link mounting points.
<= div>
The attached pics tell most of the story, but in summary.= The knee braces are 12 BID carbon with 6 BID reinforcing angles floxed to t= he knee brace webs making 18 BID both sides; these angles also strengthen th= e bond of the knee braces to the sides of the nose gear tunnel. The clamp pi= eces tuck right inside the weldments =E2=80=93 quite a complicated shape&nbs= p;dimensioned using moulds (especially so to make sure that the door cl= osing links / bolts clear the clamps) and then drawn up in CAD and machined o= n a CNC machine from 10mm aluminium bar. A number of flox releases were requ= ired here and there to make sure everything sits nice and square. AN4 machin= e screws hold the clamps in place.

Having of course= checked for clearances and done a retract test, I have now taken the aircra= ft for a fly. All fine=E2=80=A6 and absolutely no movement of the engine mou= nt is evident. I feel I now have very robust nose gear bracing where flexing= either forwards or aft of the engine mount is pretty unlikely.
Just thought I'd share this with you all, as I really didn't wa= nt to end up with what happened to Dan's engine mount. And I was looking for= a solution that didn't require the engine mount to be removed from the airc= raft and reinforced =E2=80=93 probably a technically better solution, but=E2= =80=A6=E2=80=A6=E2=80=A6.

If anyone wants more deta= ils or the CAD file for the clamps, or higher quality pics, just let me know= . 
=
<= br>
Reg= ards,

John
John N G Smith
Tel / fax:    +61-8-9385-8891
Mobile:      +61-409-372-975
Email:         john@jjts.net.au

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