REFLECTOR:RE: sanding micro
Alex Balic
reflector@tvbf.org
Fri, 26 Dec 2003 11:02:08 -0600
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Chris,
If you are not already doing this, very lightly mist the sanding areas with
a contrasting color pf spray paint (I used dark green with good effect) then
when you start sanding, you can see the high spots (white) against the low
spots (dark green) and you can see when you are nearing completion, when you
start to hit glass, stop, mix some more micro, and put it into all of the
low spots, then your work will be much easier- I got my wing surfaces filled
in 3 cycles using this method- used it when I was sanding the primer down
too..... I have a rather large sanding board (10" x 50") that I installed
some floor sanding paper to (80 grit I think) the stuff is really durable,
and sands the micro well- also keep your compressed air / vacuum cleaner
handy, as as it is good to remove the dust often to allow for faster removal
of material.- I blow the sanding board out each time also....
Alex
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On Behalf
Of CBarber
Sent: Thursday, December 25, 2003 11:56 PM
To: reflector@tvbf.org
Subject: RE: REFLECTOR:Gear Speed and sanding micro
Hmmmmm, I have been surprised how much I have enjoyed this thread
considering I am building a fixed gear. <g>. Maybe there is comfort in not
having to mess with the gear down issue.....even though I will be slower
:-(.
Oh, I don't know if y'all know this, but there is A LOT of sanding to do
to micro on the wings <g> It's like shampoo bottle instructions, "fill,
sand, sand more, repeat"......my arms are actually sore (gotta get back to
the gym). Geeeez. I am guessing it is much easier with the really long
perma-grit bar Andy sent me to use. Thanks again Andy (I have once again
reviewed your notes). Any of y'all with additional thoughts or suggestions
on easing this task will be warmly received.
FYI, for those of you in to this kind of thing, while enjoying this thread
and avoiding too much sanding on Christmas, I added some pictures to my
webpage, again thanks to Andy (stay warm up there in Michigan).
All the best and Merry Christmas, Happy Hanukah, Joyous Kwanza etc.
Chris
Christopher Barber
Barber & Pi, LLP
Attorneys and Counselors at Law
11930 S Sam Houston Pkwy E
Suite 103
Houston, Texas 77089-4755
281-464-LAWS (5297)
"Serving the needs of Senior Texans"
CBarber@TexasAttorney.net
www.TexasAttorney.net
-----Original Message-----
From: reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]On
Behalf Of Scott Baker
Sent: Thursday, December 25, 2003 11:10 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Gear Speed
The air stream doesn't offer a lot of force against the split nose gear
doors. The weight of the nose gear leg, casting, wheel, and tire offer a
goodly amount of weight. If the gear doesn't freely free fall through the
doors at 120 knots, then something else (not the doors) is holding things
up.
The nose gear's free fall operation needn't be the subject of theory or
to "Gee, I wonder if the slip stream is going to keep the gear doors from
opening" speculation. Go fly the aircraft, test the emergency gear
extension process and confirm that everything is working as it should. The
gear should fall with deliberate movement and travel to the "down and
locked" position with authority. If it doesn't, find out what's stopping
the system from doing so, and fix it.
The slip stream will move the gear to the point that it _almost_ reaches
the overcenter position. A mirror will not tell you if the nose gear is in
the overcenter/locked position. If the gas spring is weak, it may not have
enough force to push the linkage to the overcenter/locked position. Also,
if the gas spring is weak, it may get the gear to the overcenter position -
but it may not have enough force to keep it in the overcenter position
following touchdown. Many Velocity builders have installed a little hole in
the side of the keel to stick a pry-bar into the keel to help move the nose
gear linkage that last little bit into the overcenter position (this is a
failsafe to a failsafe). Pulling some "G-forces" will help move the nose
gear to the overcenter position. It may not always do the job.
Scott B.
----- Original Message -----
From: Jeffrey Clough
To: reflector@tvbf.org
Sent: Thursday, December 25, 2003 10:28 PM
Subject: Re: REFLECTOR:Gear Speed
The Gear has to CLEAR the well....won't do much good if the airstream
keeps the gear doors closed......
----- Original Message -----
From: Fred Marconi
To: Scott Baker ; reflector@tvbf.org
Sent: Thursday, December 25, 2003 6:39 PM
Subject: Re: REFLECTOR:Gear Speed
Scott:
If the gear clears the well how much help does the wind at 80 mph
play on pushing the gear into position. If one notices the gear is not
totally down will not a jerk of the control stick on the vertical axis help
jerk the gear into place?
I AM ALMOST THERE!!!!
Fred
----- Original Message -----
From: Scott Baker
To: Reflector
Sent: Thursday, December 25, 2003 11:44 AM
Subject: Re: REFLECTOR:Gear Speed
Nay ... and Yea.
I agree with Dave that the gas spring design could be improved
upon. The gas spring only comes into play when the hydraulic system has
failed (gear motor failure or hydraulic leak). The gas spring is designed
to give the nose gear that last little push to move the linkage into the
overcenter position. Gravity and air froces work to get the nose gear 95%
"there". That's not good enough, of course, for a landing - the gear needs
to be in it's overcenter position. The gas spring system does work if it
receives regular inspection and maintenance. By regular, I mean on an
annual schedule. The tailgate of my Jeep Cherokee doesn't stay up during
cold temperatures because the gas springs have lost their power. That
doesn't mean the Jeep designed a problematic system ... it means they
designed a system that requires more frequent changing of the gas springs.
Jeep might think that this is okay, but that doesn't mean that I have to
like replacing the gas springs (therefore the "Yea").
Before we go re-inventing things, let's consider the statistical
causes of the nose gear not coming down. Some have experienced problems
with the gear hanging up inside the nose compartment (the gas spring doesn't
come into play during this kind of situation). There are several things
that can lead to the gear hanging itself - most are eliminated by making
sure that the side guides are installed in such a way that the nose casting
doesn't get caught on something inside the nose gear compartment. Special
note:
Don't ignor lubrication of the nose gear linkage. When testing
the system without hydraulic power (on jacks), does the nose gear system
free fall without hesitation? I've seen some installations where the nose
gear doesn't want to come down by gravity. Find out why. Something is
binding. This is a maintenance/check item that needs to be working
smoothly. Make it a habit to test the free-fall, down and locked, system
during flight every so often (monthly?) to confirm things are working as
they should ...(be sure to put the dump valve back into the normal position
and power up the hydraulics before landing). If, during the air test, you
don't get a green light quickly and "with authority" ... then put the
aircraft back up on jacks and find out what's stopping the system from
falling into position. What I'm saying here is identify and fix potential
problems before they become real problems.
Don't ignor "danger" signals (it happens!) ..
> The blue "gear pump running" light stays on after the gear is
retracted - or comes on often during flight - or during taxi / signifies a
hydraulic leak, or a problem with the dump valve, or worn seals in any of
the hydraulic cylinders
> The observance of hydraulic fluid on the floor of the fuselage
(inside the nose section), or on the underside of the aircraft / signifies a
leak ... probably a loose fitting.
.... relatives coming up the driveway ... gotta go ... wishing
everyone a merry Christmas!
Scott B.
----- Original Message -----
From: Chuck Jensen
To: 'reflector@tvbf.org'
Sent: Thursday, December 25, 2003 10:04 AM
Subject: RE: REFLECTOR:Gear Speed
John,
Not being able to see the nose down in flight is a very fixable
thing. On my Velo (a Prudhomme production), a small (about 2" dia) convex
mirror is positioned just outboard of the elevator on a thin molded fixture.
In flight, you can very easily tell when the nose gear is down, even if you
can't make out details. There's also another mirror on a leading edge wing
fence that serves the same purpose for the mains. I never bother looking at
them unless my gear lights indicate some anomaly. Of course, if the mirror
indicates the nose wheel is extended, the keel hole and stick are still
necessary to ensure the nose gear is overcenter and stays there.
I agree with Dave Black...its time this was treated to a
redesign and fix. I don't have quantitative numbers but anecdotal evidence
seems to indicate that the vast majority of the gear failures are associated
with the nose unit. Granted, it usually results in minimal, or no, injury,
but its hard on hardware and is a chronic problem. Hopefully, with some
good analysis and solid engineering, a simple fix can be made to the nose
gear so that it is as dependable as the mains seem to be. All if favor, say
"YEA."
Chuck Jensen, in ETn, where its Christmas and life is good.
-----Original Message-----
From: reflector-admin@tvbf.org
[mailto:reflector-admin@tvbf.org]On Behalf Of John Dibble
Sent: Wednesday, December 24, 2003 10:25 PM
To: reflector@tvbf.org
Subject: Re: REFLECTOR:Gear Speed
Dave,
Thanks for your comments. Since I can not see the nose wheel
in flight, I can't know whether the gear came down and failed to lock, or
did not come down at all. Because it goes down and locks on the ground, I
tend to think that if the wheel came down in flight then it should have
locked as the extra force of the air would have assisted the extension
procedure. Therefore I think that the doors were held closed by the air
pressure and the wheel did not drop down at all. I plan to test this idea
on the ground.
John
Dave Black wrote:
John,
On the ground (up on blocks) it works fine. In the air when I
had a dead battery, I was unable to get the nose down and
locked. My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground. Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
Just to clarify, we are dealing with two entirely different nose gear
failure
modes here:
1) Scott's gear got hung up on the top of the very guide intended to prevent
such a problem. This demonstrates how important it is that guides be tall
enough to prevent any part of the nose wheel assembly getting stuck, even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd
repeatedly extend and retract the gear in the hope the nose gear might
become
dislodged. But I'd also make preparation for a mains only landing. For the
purpose of minimizing damage, CG should be shifted to the aft limit of the
envelope. This means your passenger should move to the back seat.
2) Your problem was the failure of the free-fall gear extension procedure.
Your gear extended OK, but not to the point of being locked. In the past,
this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end of
its
travel. They also act in concert with the overcenter linkage to hold the
gear
down. But without the hydraulics, the gear falls into position by gravity
only, and the final kick must be given by the air strut.
However, air loads could easily overcome the ability of a weak strut to push
the linkage overcenter. Should this happen, a slow speed dive with abrupt
pull-up could well give the gear the push it needs to go overcenter and
lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down.
Of course, it's better to change or at least check the air strut annually so
you know it'll be able to push the linkage overcenter. It might be wise to
test the manual dump procedure in the air periodically to ensure the air
strut
can still do its job.
No matter how you slice it, that nose gear air strut is a weak link that has
been the cause of many incidents. You may remember the discussions of
keeping
a special dowel in the cockpit to hold the linkage overcenter after manual
extension. That's because if the air strut is a little weak, it alone may
not
be sufficient to keep the linkage overcenter during a landing. That same
dowel
<might> be useful in pushing the linkage overcenter in a situation like
yours.
But the whole dowel idea is merely a Band-Aid for a deficiency in the gear
extension system. The main gear used to have air struts as well, but after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear strut
were replaced (or at least assisted) by a spring also.
Dave Black
Shortwing RG
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<DIV><SPAN class=401215316-26122003><FONT face=Arial color=#0000ff
size=2>Chris,</FONT></SPAN></DIV>
<DIV><SPAN class=401215316-26122003><FONT face=Arial color=#0000ff size=2>If you
are not already doing this, very lightly mist the sanding areas with a
contrasting color pf spray paint (I used dark green with good effect) then when
you start sanding, you can see the high spots (white) against the low spots
(dark green) and you can see when you are nearing completion, when you start to
hit glass, stop, mix some more micro, and put it into all of the low spots, then
your work will be much easier- I got my wing surfaces filled in 3 cycles
using this method- used it when I was sanding the primer down too..... I have a
rather large sanding board (10" x 50") that I installed some floor sanding paper
to (80 grit I think) the stuff is really durable, and sands the micro well- also
keep your compressed air / vacuum cleaner handy, as as it is good to remove the
dust often to allow for faster removal of material.- I blow the sanding board
out each time also....</FONT></SPAN><SPAN class=401215316-26122003><FONT
face=Arial color=#0000ff size=2></FONT></SPAN></DIV>
<DIV><SPAN class=401215316-26122003><FONT face=Arial color=#0000ff
size=2>Alex</FONT></SPAN></DIV>
<BLOCKQUOTE dir=ltr style="MARGIN-RIGHT: 0px">
<DIV class=OutlookMessageHeader dir=ltr align=left><FONT face=Tahoma
size=2>-----Original Message-----<BR><B>From:</B> reflector-admin@tvbf.org
[mailto:reflector-admin@tvbf.org]<B>On Behalf Of </B>CBarber<BR><B>Sent:</B>
Thursday, December 25, 2003 11:56 PM<BR><B>To:</B>
reflector@tvbf.org<BR><B>Subject:</B> RE: REFLECTOR:Gear Speed and sanding
micro<BR><BR></FONT></DIV>
<DIV><SPAN class=408013605-26122003><FONT face=Arial color=#0000ff
size=2>Hmmmmm, I have been surprised how much I have enjoyed this thread
considering I am building a fixed gear. <g>. Maybe there is
comfort in not having to mess with the gear down issue.....even though I will
be slower :-(.</FONT></SPAN></DIV>
<DIV><SPAN class=408013605-26122003><FONT face=Arial color=#0000ff
size=2></FONT></SPAN> </DIV>
<DIV><SPAN class=408013605-26122003><FONT face=Arial color=#0000ff size=2>Oh,
I don't know if y'all know this, but there is A LOT of sanding to do to micro
on the wings <g> It's like shampoo bottle instructions, "fill, sand,
sand more, repeat"......my arms are actually sore (gotta get back to the gym).
Geeeez. I am guessing it is much easier with the really long perma-grit
bar Andy sent me to use. Thanks again Andy (I have once again reviewed
your notes). Any of y'all with additional thoughts or suggestions on
easing this task will be warmly received.</FONT></SPAN></DIV>
<DIV><SPAN class=408013605-26122003><FONT face=Arial color=#0000ff
size=2></FONT></SPAN> </DIV>
<DIV><SPAN class=408013605-26122003><FONT face=Arial color=#0000ff size=2>FYI,
for those of you in to this kind of thing, while enjoying this thread and
avoiding too much sanding on Christmas, I added some pictures to my webpage,
again thanks to Andy (stay warm up there in Michigan).</FONT></SPAN></DIV>
<DIV><SPAN class=408013605-26122003><FONT face=Arial color=#0000ff
size=2></FONT></SPAN> </DIV>
<DIV><SPAN class=408013605-26122003><FONT face=Arial color=#0000ff size=2>All
the best and Merry Christmas, Happy Hanukah, Joyous Kwanza
etc.</FONT></SPAN></DIV>
<DIV><SPAN class=408013605-26122003><FONT face=Arial color=#0000ff
size=2></FONT></SPAN> </DIV>
<DIV><SPAN class=408013605-26122003><FONT face=Arial color=#0000ff
size=2>Chris</FONT></SPAN></DIV>
<DIV> </DIV><FONT face=Arial></FONT><FONT face=Arial></FONT><FONT
face=Arial></FONT><BR><BR>
<P><FONT size=2><FONT face="CopprplGoth BT"><FONT size=3>Christopher
Barber</FONT></FONT></FONT><FONT size=2><FONT
face="CopprplGoth BT"><BR><BR></FONT><FONT
face="CopprplGoth BT"><STRONG><U><FONT size=3>Barber & Pi,
LLP<BR></FONT></U></STRONG>Attorneys and Counselors at Law<BR>11930 S Sam
Houston Pkwy E<BR>Suite 103<BR>Houston, Texas 77089-4755<BR>281-464-LAWS
(5297)<BR><BR>"Serving the needs of Senior
Texans"<BR><BR>CBarber@TexasAttorney.net<BR></FONT><A
href="http://www.texasattorney.net/"><FONT
face="CopprplGoth BT">www.TexasAttorney.net</FONT></A></FONT> </P>
<BLOCKQUOTE dir=ltr style="MARGIN-RIGHT: 0px">
<DIV class=OutlookMessageHeader dir=ltr align=left><FONT face=Tahoma
size=2>-----Original Message-----<BR><B>From:</B> reflector-admin@tvbf.org
[mailto:reflector-admin@tvbf.org]<B>On Behalf Of </B>Scott
Baker<BR><B>Sent:</B> Thursday, December 25, 2003 11:10 PM<BR><B>To:</B>
reflector@tvbf.org<BR><B>Subject:</B> Re: REFLECTOR:Gear
Speed<BR><BR></FONT></DIV>
<DIV><FONT face=Arial size=2>The air stream doesn't offer a lot of force
against the split nose gear doors. The weight of the nose gear leg,
casting, wheel, and tire offer a goodly amount of weight. If the gear
doesn't freely free fall through the doors at 120 knots, then something else
(not the doors) is holding things up.</FONT></DIV>
<DIV><FONT face=Arial size=2>The nose gear's free fall operation
needn't be the subject of theory or to "Gee, I wonder if the slip stream is
going to keep the gear doors from opening" speculation. Go fly the
aircraft, test the emergency gear extension process and confirm that
everything is working as it should. The gear should fall with
deliberate movement and travel to the "down and locked" position with
authority. If it doesn't, find out what's stopping the system from
doing so, and fix it.</FONT></DIV>
<DIV><FONT face=Arial size=2>The slip stream will move the gear to the point
that it _almost_ reaches the overcenter position. A mirror will not
tell you if the nose gear is in the overcenter/locked position. If the
gas spring is weak, it may not have enough force to push the linkage to the
overcenter/locked position. Also, if the gas spring is weak, it may
get the gear to the overcenter position - but it may not have enough force
to keep it in the overcenter position following touchdown. Many
Velocity builders have installed a little hole in the side of the keel to
stick a pry-bar into the keel to help move the nose gear linkage that last
little bit into the overcenter position (this is a failsafe to a
failsafe). Pulling some "G-forces" will help move the nose
gear to the overcenter position. It may not always do the
job.</FONT></DIV>
<DIV><FONT face=Arial size=2>Scott B.</FONT></DIV>
<BLOCKQUOTE dir=ltr
style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=jclough@alaska.net href="mailto:jclough@alaska.net">Jeffrey
Clough</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=reflector@tvbf.org
href="mailto:reflector@tvbf.org">reflector@tvbf.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Thursday, December 25, 2003
10:28 PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: REFLECTOR:Gear
Speed</DIV>
<DIV><BR></DIV>
<DIV>The Gear has to CLEAR the well....won't do much good if the airstream
keeps the gear doors closed......</DIV>
<BLOCKQUOTE dir=ltr
style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=fmarconi@bellsouth.net
href="mailto:fmarconi@bellsouth.net">Fred Marconi</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A
title=scottb@velocityaircraft.com
href="mailto:scottb@velocityaircraft.com">Scott Baker</A> ; <A
title=reflector@tvbf.org
href="mailto:reflector@tvbf.org">reflector@tvbf.org</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Thursday, December 25, 2003
6:39 PM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: REFLECTOR:Gear
Speed</DIV>
<DIV><BR></DIV>
<DIV><FONT size=2>Scott:</FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>If the gear clears the well how much help does the
wind at 80 mph play on pushing the gear into position. If one
notices the gear is not totally down will not a jerk of the control
stick on the vertical axis help jerk the gear into place?
</FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>I AM ALMOST THERE!!!! </FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2>Fred</FONT></DIV>
<DIV><FONT size=2></FONT> </DIV>
<DIV><FONT size=2></FONT> </DIV>
<BLOCKQUOTE dir=ltr
style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<DIV style="FONT: 10pt arial">----- Original Message ----- </DIV>
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=sbakr@comcast.net href="mailto:sbakr@comcast.net">Scott
Baker</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=reflector@tvbf.org
href="mailto:reflector@tvbf.org">Reflector</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Thursday, December 25, 2003
11:44 AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> Re: REFLECTOR:Gear
Speed</DIV>
<DIV><BR></DIV>
<DIV><FONT face=Arial size=2>Nay ... and Yea.</FONT></DIV>
<DIV><FONT face=Arial size=2>I agree with Dave that the gas
spring design could be improved upon. The gas
spring only comes into play when the hydraulic system has failed
(gear motor failure or hydraulic leak). The gas spring is
designed to give the nose gear that last little push to move the
linkage into the overcenter position. Gravity and air froces
work to get the nose gear 95% "there". That's not good enough,
of course, for a landing - the gear needs to be in it's overcenter
position. The gas spring system does work if it receives
regular inspection and maintenance. By regular, I mean on an
annual schedule. The tailgate of my Jeep Cherokee doesn't stay
up during cold temperatures because the gas springs have lost their
power. That doesn't mean the Jeep designed a problematic system
... it means they designed a system that requires more frequent
changing of the gas springs. Jeep might think that this is okay,
but that doesn't mean that I have to like replacing the gas springs
(therefore the "Yea").</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Before we go re-inventing things, let's
consider the statistical causes of the nose gear not coming
down. Some have experienced problems with the gear hanging up
inside the nose compartment (the gas spring doesn't come into play
during this kind of situation). There are several things that
can lead to the gear hanging itself - most are eliminated by making
sure that the side guides are installed in such a way that the nose
casting doesn't get caught on something inside the nose gear
compartment. Special note:<IMG alt="" hspace=0
src="cid:401215316@26122003-2388" align=baseline
border=0></FONT></DIV>
<DIV><FONT face=Arial size=2>Don't ignor lubrication of the nose gear
linkage. When testing the system without hydraulic power (on
jacks), does the nose gear system free fall without hesitation?
I've seen some installations where the nose gear doesn't want to come
down by gravity. Find out why. Something is binding.
This is a maintenance/check item that needs to be working
smoothly. Make it a habit to test the free-fall, down and
locked, system during flight every so often (monthly?) to confirm
things are working as they should ...(be sure to put the dump valve
back into the normal position and power up the hydraulics before
landing). If, during the air test, you don't get a green light
quickly and "with authority" ... then put the aircraft back up on
jacks and find out what's stopping the system from falling into
position. What I'm saying here is identify and fix potential
problems before they become real problems.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>Don't ignor "danger" signals (it
happens!) ..</FONT></DIV>
<DIV><FONT face=Arial size=2>> The blue "gear pump running" light
stays on after the gear is retracted - or comes on often during flight
- or during taxi / signifies a hydraulic leak, or a problem with the
dump valve, or worn seals in any of the hydraulic
cylinders</FONT></DIV>
<DIV><FONT face=Arial size=2>> The observance of hydraulic fluid on
the floor of the fuselage (inside the nose section), or on the
underside of the aircraft / signifies a leak ... probably a loose
fitting.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2>.... relatives coming up the driveway ...
gotta go ... wishing everyone a merry Christmas!</FONT></DIV>
<DIV><FONT face=Arial size=2>Scott B.</FONT></DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV><FONT face=Arial size=2></FONT> </DIV>
<DIV>----- Original Message ----- </DIV>
<BLOCKQUOTE dir=ltr
style="PADDING-RIGHT: 0px; PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: #000000 2px solid; MARGIN-RIGHT: 0px">
<DIV
style="BACKGROUND: #e4e4e4; FONT: 10pt arial; font-color: black"><B>From:</B>
<A title=cjensen@dts9000.com href="mailto:cjensen@dts9000.com">Chuck
Jensen</A> </DIV>
<DIV style="FONT: 10pt arial"><B>To:</B> <A title=reflector@tvbf.org
href="mailto:'reflector@tvbf.org'">'reflector@tvbf.org'</A> </DIV>
<DIV style="FONT: 10pt arial"><B>Sent:</B> Thursday, December 25,
2003 10:04 AM</DIV>
<DIV style="FONT: 10pt arial"><B>Subject:</B> RE: REFLECTOR:Gear
Speed</DIV>
<DIV><BR></DIV>
<DIV><SPAN class=296380314-25122003><FONT face=Arial color=#0000ff
size=2>John,</FONT></SPAN></DIV>
<DIV><SPAN class=296380314-25122003><FONT face=Arial color=#0000ff
size=2></FONT></SPAN> </DIV>
<DIV><SPAN class=296380314-25122003><FONT face=Arial color=#0000ff
size=2>Not being able to see the nose down in flight is a very
fixable thing. On my Velo (a Prudhomme production), a
small (about 2" dia) convex mirror is positioned just outboard of
the elevator on a thin molded fixture. In flight, you
can very easily tell when the nose gear is down, even if you
can't make out details. There's also another mirror on a
leading edge wing fence that serves the same purpose for the
mains. I never bother looking at them unless my gear lights
indicate some anomaly. Of course, if the mirror indicates the
nose wheel is extended, the keel hole and stick are still necessary
to ensure the nose gear is overcenter and stays
there.</FONT></SPAN></DIV>
<DIV><SPAN class=296380314-25122003><FONT face=Arial color=#0000ff
size=2></FONT></SPAN> </DIV>
<DIV><SPAN class=296380314-25122003><FONT face=Arial color=#0000ff
size=2>I agree with Dave Black...its time this was treated
to a redesign and fix. I don't have quantitative numbers
but anecdotal evidence seems to indicate that the vast majority of
the gear failures are associated with the nose unit. Granted,
it usually results in minimal, or no, injury, but its hard on
hardware and is a chronic problem. Hopefully, with some good
analysis and solid engineering, a simple fix can be made to
the nose gear so that it is as dependable as the mains seem to
be. All if favor, say "YEA."</FONT></SPAN></DIV>
<P><FONT face=Arial><FONT size=2>Chuck Jensen<SPAN
class=296380314-25122003>,</SPAN></FONT></FONT> <SPAN
class=296380314-25122003><FONT face=Arial size=2>in ETn, where its
Christmas and life is good.</FONT></SPAN></P>
<P><SPAN class=296380314-25122003><FONT face=Arial color=#0000ff
size=2></FONT></SPAN> </P>
<P><SPAN class=296380314-25122003><FONT face=Arial color=#0000ff
size=2></FONT></SPAN> </P>
<P><SPAN class=296380314-25122003> </SPAN><FONT face=Tahoma
size=2>-----Original Message-----<BR><B>From:</B>
reflector-admin@tvbf.org [mailto:reflector-admin@tvbf.org]<B>On
Behalf Of </B>John Dibble<BR><B>Sent:</B> Wednesday, December 24,
2003 10:25 PM<BR><B>To:</B> reflector@tvbf.org<BR><B>Subject:</B>
Re: REFLECTOR:Gear Speed<BR><BR></P></FONT>
<BLOCKQUOTE dir=ltr style="MARGIN-RIGHT: 0px">Dave,<BR>Thanks for
your comments. Since I can not see the nose wheel in flight,
I can't know whether the gear came down and failed to lock, or did
not come down at all. Because it goes down and locks on the
ground, I tend to think that if the wheel came down in flight then
it should have locked as the extra force of the air would have
assisted the extension procedure. Therefore I think that the
doors were held closed by the air pressure and the wheel did not
drop down at all. I plan to test this idea on the
ground.<BR><BR>John<BR><BR>Dave Black wrote:<BR>
<BLOCKQUOTE cite=mid3FEA3C9E.B3361CE7@comcast.net type="cite"><PRE wrap="">John,
</PRE>
<BLOCKQUOTE type="cite"><PRE wrap="">On the ground (up on blocks) it works fine. In the air when I
had a dead battery, I was unable to get the nose down and
locked. My guess is that the door springs are not strong
enough to overcome the air pressure on the doors when flying.
I plan to see if I can duplicate this condition on the
ground. Until then I monitor my electrical system frequently
with the plan to lower my gear at the first sign of low
voltage (alternator failure).
</PRE></BLOCKQUOTE><PRE wrap=""><!---->
Just to clarify, we are dealing with two entirely different nose gear failure
modes here:
1) Scott's gear got hung up on the top of the very guide intended to prevent
such a problem. This demonstrates how important it is that guides be tall
enough to prevent any part of the nose wheel assembly getting stuck, even if
the gear over retracts. Because once the nose gear is stuck in the UP
position, there's virtually no way to reliably get it down while in flight.
I'd try some extreme maneuvers (zero G, high G, rudder waggling), and I'd
repeatedly extend and retract the gear in the hope the nose gear might become
dislodged. But I'd also make preparation for a mains only landing. For the
purpose of minimizing damage, CG should be shifted to the aft limit of the
envelope. This means your passenger should move to the back seat.
2) Your problem was the failure of the free-fall gear extension procedure.
Your gear extended OK, but not to the point of being locked. In the past, this
has usually been traced to a loss of pressure in the air strut. When the
hydraulics are working, they PUSH the nose gear all the way to the end of its
travel. They also act in concert with the overcenter linkage to hold the gear
down. But without the hydraulics, the gear falls into position by gravity
only, and the final kick must be given by the air strut.
However, air loads could easily overcome the ability of a weak strut to push
the linkage overcenter. Should this happen, a slow speed dive with abrupt
pull-up could well give the gear the push it needs to go overcenter and lock.
Once locked, I'd recommend switching the dump valve back to the normal
position so the hydraulics can help hold the nose gear down.
Of course, it's better to change or at least check the air strut annually so
you know it'll be able to push the linkage overcenter. It might be wise to
test the manual dump procedure in the air periodically to ensure the air strut
can still do its job.
No matter how you slice it, that nose gear air strut is a weak link that has
been the cause of many incidents. You may remember the discussions of keeping
a special dowel in the cockpit to hold the linkage overcenter after manual
extension. That's because if the air strut is a little weak, it alone may not
be sufficient to keep the linkage overcenter during a landing. That same dowel
<might> be useful in pushing the linkage overcenter in a situation like yours.
But the whole dowel idea is merely a Band-Aid for a deficiency in the gear
extension system. The main gear used to have air struts as well, but after a
series of main gear collapses the struts were replaced by springs and an
ingenious downlock system added. I'd be a lot happier if the nose gear strut
were replaced (or at least assisted) by a spring also.
Dave Black
Shortwing RG
</PRE></BLOCKQUOTE></BLOCKQUOTE></BLOCKQUOTE></BLOCKQUOTE></BLOCKQUOTE></BLOCKQUOTE></BLOCKQUOTE></BLOCKQUOTE></BODY></HTML>
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