X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Sun, 02 Feb 2014 12:34:09 -0500 Message-ID: X-Original-Return-Path: Received: from mail-pa0-f42.google.com ([209.85.220.42] verified) by logan.com (CommuniGate Pro SMTP 6.0.8) with ESMTPS id 6713266 for lml@lancaironline.net; Sun, 02 Feb 2014 02:28:30 -0500 Received-SPF: pass receiver=logan.com; client-ip=209.85.220.42; envelope-from=frederickemoreno@gmail.com Received: by mail-pa0-f42.google.com with SMTP id kl14so6018277pab.1 for ; Sat, 01 Feb 2014 23:27:53 -0800 (PST) X-Received: by 10.68.197.40 with SMTP id ir8mr1794066pbc.138.1391326073532; Sat, 01 Feb 2014 23:27:53 -0800 (PST) X-Original-Return-Path: Received: from User-PC (CPE-121-215-41-140.lnse1.pie.bigpond.net.au. [121.215.41.140]) by mx.google.com with ESMTPSA id i10sm112400457pat.11.2014.02.01.23.27.50 for (version=TLSv1.2 cipher=ECDHE-RSA-AES128-SHA bits=128/128); Sat, 01 Feb 2014 23:27:52 -0800 (PST) MIME-Version: 1.0 X-Original-Message-Id: <52EDF372.000256.12176@USER-PC> X-Original-Date: Sun, 2 Feb 2014 15:27:46 +0800 Content-Type: Multipart/related; charset="iso-8859-1"; type="multipart/alternative"; boundary="------------Boundary-00=_A2YCTJ92Q7B2QL800000" X-Mailer: IncrediMail (6605288) From: "frederickemoreno@gmail.com" X-FID: 108AAAA9-F41D-401B-BCC2-7F22B2F57BC7 X-Priority: 3 X-Original-To: "Lancair Mail (lml@lancaironline.net)" Subject: Lancair IV main landing gear problems --------------Boundary-00=_A2YCTJ92Q7B2QL800000 Content-Type: Multipart/Alternative; boundary="------------Boundary-00=_A2YCOTD2Q7B2QL800000" --------------Boundary-00=_A2YCOTD2Q7B2QL800000 Content-Type: Text/Plain; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable Been scratching my head on this one, a mechanical intermittent problem th= at happens occasionally, and happened again this morning. Main landing gear will not retract. Nose gear goes up, not mains. Recycle gear, everythin= g retracts like a thing of beauty. Months go by, no problem, then it happe= ns again. =0D =0D Twice we have jacked the airplane up, carefully adjusted the rack and pin= ion clearance and cylinder stroke positioning relative to the rack gear and t= he plastic down stop, and yesterday it happened on take off. Grrrrr. Slow flight, 110 knots, cycle down, up, down, up, no problem. Back to airport for total of 5 landings, no problem. =0D =0D This morning filled the cabin with pork, took off for a fly in breakfast,= no problem with gear retraction, landed there with heavy braking to get off = the runway fast with an airplane behind us on short final, enjoy breakfast, depart a couple of hours later, mains would not come up. Grrrr. Recycle= , no problem, slick as custard in July. =0D =0D I have been working this problem with a fellow engineer with much experie= nce in hydraulics . Current theory: Down lock pistons and pins constitute assemblies in the hydraulic cylinders that may get jammed in position aft= er years of wear (estimate about a thousand landing cycles) and application = of larger than normal side loads on the locking pins from, for example, heav= y breaking. Piston/pin assembly jams due to side load and wear, select gea= r up, piston does not rise due to jam, no hydraulic fluid can thus pass to = the main gear cylinder. Cycle the gear, changing forces on the main gear pistons clears the jam with some wiggles and bangs as you recycle the gea= r, raise gear, no problem. =0D =0D Right now our plan is to order O-rings (requested o-ring kit or list of p= art numbers for main gear from Lancair), pull the cylinders and rack as an assembly out of the airplane, disassemble, inspect, look for scores, side load wear or whatever we can see. We will deal with whatever we find.=20 While out in the boondocks of Western Australia, the area is agricultura= l with the regional center town nearby having a surprisingly large number o= f hydraulics and machine shops due to all the ag machinery within a 200 mil= e radius. So we can probably get parts made, bore cylinders, machine inser= ts, or whatever. =0D =0D But all this assumes we have diagnosed the problem correctly. =0D =0D We know you encounter problems waiting to raise gear due to air loads as = the airplane accelerates. That is NOT the problem as it has occurred even raising the gear handle at 20 feet/95 knots shortly after rotation. =0D =0D Any insights, history, observations, advice or theories would be most welcome. =0D =0D Head Scratching Fred Moreno, going bald --------------Boundary-00=_A2YCOTD2Q7B2QL800000 Content-Type: Text/HTML; charset="iso-8859-1" Content-Transfer-Encoding: quoted-printable
Been scratching my head on this one, a mechanical intermittent probl= em that happens occasionally, and happened again this morning. = Main landing gear will not retract.  Nose gear goes up, not mains.&= nbsp; Recycle gear, everything retracts like a thing of beauty.  Mon= ths go by, no problem, then it happens again.
 
Twice we have jacked the airplane up, carefully adjusted the rack an= d pinion clearance and cylinder stroke positioning relative to the rack g= ear and the plastic down stop, and yesterday it happened on take off.&nbs= p; Grrrrr.  Slow flight, 110 knots, cycle down, up, down, up, no pro= blem.  Back to airport for total of 5 landings, no problem. &nb= sp;
 
This morning filled the cabin with pork, took off for a fly in break= fast, no problem with gear retraction, landed there with heavy braking to= get off the runway fast with an airplane behind us on short final, enjoy= breakfast, depart a couple of hours later, mains would not come up. = ; Grrrr.  Recycle, no problem, slick as custard in July.  
 
I have been working this problem with a fellow engineer with much ex= perience in hydraulics . Current theory: Down lock pistons and pins const= itute assemblies in the hydraulic cylinders that may get jammed in positi= on after years of wear (estimate about a thousand landing cycles) and app= lication of larger than normal side loads on the locking pins from, = for example, heavy breaking.  Piston/pin assembly jams due to side l= oad and wear, select gear up, piston does not rise due to jam, no hydraul= ic fluid can thus pass to the main gear cylinder.  Cycle the gear, c= hanging forces on the main gear pistons clears the jam with some wiggles = and bangs as you recycle the gear, raise gear, no problem.
 
Right now our plan is to order O-rings (requested o-ring kit or list= of part numbers for main gear from Lancair), pull the cylinders and rack= as an assembly out of the airplane, disassemble, inspect, look for score= s, side load wear or whatever we can see.  We will deal with whateve= r we find.  While out in the boondocks of Western  Australia, t= he area is agricultural with the regional center town nearby having a sur= prisingly large number of hydraulics and machine shops due to all the ag = machinery within a 200 mile radius.  So we can probably get parts ma= de, bore cylinders, machine inserts, or whatever. 
 
But all this assumes we have diagnosed the problem correctly.
 
We know you encounter problems waiting to raise gear due to air load= s as the airplane accelerates.  That is NOT the problem as it has oc= curred even raising the gear handle at 20 feet/95 knots shortly after rot= ation.  
 
Any insights, history, observations, advice or theories would be mos= t welcome. 
 
Head Scratching Fred Moreno, going bald
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