X-Virus-Scanned: clean according to Sophos on Logan.com Return-Path: Sender: To: lml@lancaironline.net Date: Mon, 21 Apr 2014 11:43:52 -0400 Message-ID: X-Original-Return-Path: Received: from elasmtp-kukur.atl.sa.earthlink.net ([209.86.89.65] verified) by logan.com (CommuniGate Pro SMTP 6.0.9e) with ESMTP id 6831032 for lml@lancaironline.net; Wed, 16 Apr 2014 18:34:53 -0400 Received-SPF: none receiver=logan.com; client-ip=209.86.89.65; envelope-from=douglasbrunner@earthlink.net DomainKey-Signature: a=rsa-sha1; q=dns; c=nofws; s=dk20050327; d=earthlink.net; b=CQR2olYbdIyJIEpJVRRrYvrnW25DFZGuwq6PtHY604MHbALC8AfBq7YNdv3DEpyp; h=Received:From:To:References:In-Reply-To:Subject:Date:Message-ID:MIME-Version:Content-Type:X-Mailer:Thread-Index:Content-Language:X-ELNK-Trace:X-Originating-IP; Received: from [98.204.78.83] (helo=DougsVAIO) by elasmtp-kukur.atl.sa.earthlink.net with esmtpa (Exim 4.67) (envelope-from ) id 1WaYP8-0006FP-OE for lml@lancaironline.net; Wed, 16 Apr 2014 18:34:06 -0400 From: "Douglas Brunner" X-Original-To: "'Lancair Mailing List'" References: In-Reply-To: Subject: RE: [LML] Gear Down...INOP X-Original-Date: Wed, 16 Apr 2014 18:34:16 -0400 X-Original-Message-ID: <000001cf59c4$007d0890$017719b0$@net> MIME-Version: 1.0 Content-Type: multipart/alternative; boundary="----=_NextPart_000_0001_01CF59A2.796B6890" X-Mailer: Microsoft Office Outlook 12.0 Thread-Index: Ac9ZfTHmo8lgN+mZSaW45K4JutMFBwARijSw Content-Language: en-us X-ELNK-Trace: ad85a799c4f5de37c2eb1477c196d22294f5150ab1c16ac0b4de374c5ae8ff791068e5955382d7ed2a8751e7bf894179350badd9bab72f9c350badd9bab72f9c X-Originating-IP: 98.204.78.83 This is a multi-part message in MIME format. ------=_NextPart_000_0001_01CF59A2.796B6890 Content-Type: text/plain; charset="utf-8" Content-Transfer-Encoding: quoted-printable William, =20 I used to experience this problem fairly frequently =E2=80=93 not only = on landing - but sometimes on takeoff. =20 After I had the occasionally problem of my gear not coming up after = takeoff I added to my pre-takeoff checklist an item called =E2=80=9Cburp = gear=E2=80=9D. This means a quite turn of the hydraulic dump switch, = hear the pump run, then turn it back. Since I have started = =E2=80=9Cburping=E2=80=9D my gear, I have never had it not come up after = takeoff. =20 Similarly, at the end of a long flight I sometimes find that my gear = does not come down. Again, another=20 =E2=80=9Cgear burp=E2=80=9D seems to solve this problem. =20 D. Brunner =20 N 241DB 800 hours =20 From: Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = William Ford Sent: Wednesday, April 16, 2014 10:07 AM To: lml@lancaironline.net Subject: [LML] Gear Down...INOP =20 I believe that I recently experienced something in my Legacy that I = remember reading about but can't remember all the details. I looked = into the LML archives and was unsuccessful. Could someone out there = please briefly summarize the situation, reason and any possible remedies = for gear extension failure following high altitude cruise in cold air = followed by a decent and landing in hot air. I seem to remember a = discussion about boosted pressure in the hydraulics plumbing due to the = rapid rise in temperature which in turn had an effect on the operation = of the pressure switch In my recent experience...after opening the dump = valve, the hydraulic pump did run, confirming continuity to the pump. = After working the nose gear into the locked position, the landing was = uneventful but I would like to avoid this uncomfortable situation in the = future. Would a tweak on the pressure switch adjustment be called for = here or just expect to momentarily crack open the dump valve to relieve = excess pressure. Thanks for your thoughts. =20 William Ford N11LL ------=_NextPart_000_0001_01CF59A2.796B6890 Content-Type: text/html; charset="utf-8" Content-Transfer-Encoding: quoted-printable

William,

 

I used to experience this problem fairly frequently =E2=80=93 not = only on landing - but sometimes on takeoff.

 

After I had the occasionally problem of my gear not coming up after = takeoff I added to my pre-takeoff checklist an item called =E2=80=9Cburp = gear=E2=80=9D.=C2=A0 This means a quite turn of the hydraulic dump = switch, hear the pump run, then turn it back.=C2=A0 Since I have started = =E2=80=9Cburping=E2=80=9D my gear, I have never had it not come up after = takeoff.

 

Similarly, at the end of a long flight I sometimes find that my gear = does not come down.=C2=A0 Again, another
=E2=80=9Cgear burp=E2=80=9D = seems to solve this problem.

 

D. Brunner

 

N 241DB 800 hours

 

From:= = Lancair Mailing List [mailto:lml@lancaironline.net] On Behalf Of = William Ford
Sent: Wednesday, April 16, 2014 10:07 = AM
To: lml@lancaironline.net
Subject: [LML] Gear = Down...INOP

 

I = believe that I recently experienced something in my Legacy that I = remember reading about but can't remember all the details.  I = looked into the LML archives and was unsuccessful.  Could someone = out there please briefly summarize the situation, reason and any = possible remedies for gear extension failure following high altitude = cruise in cold air followed by a decent and landing in hot air.  I = seem to remember a discussion about boosted pressure in the hydraulics = plumbing due to the rapid rise in temperature which in turn had an = effect on the operation of the pressure switch  In my recent = experience...after opening the dump valve, the hydraulic pump did run, = confirming continuity to the pump.  After working the nose gear = into the locked position, the landing was uneventful but I would like to = avoid this uncomfortable situation in the future.  Would a tweak on = the pressure switch adjustment be called for here or just expect to = momentarily crack open the dump valve to relieve excess pressure. =  Thanks for your thoughts.

 

William Ford

N11LL

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