rvfltd(at)televar.com
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 Posted: Wed Oct 17, 2007 2:46 pm Post subject: air line restrictors |
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CJ guys who want to check the number of and the proper location of the "dampers" (AKA air line restrictors) go to your parts book and look at pages 280--288. If your manual is translated look in the first column for the word "damper" get the item # then go to the dwg on page 279 and locate the number. If your manual is not translated and you don't read Mandarin go to the part number column and look for H2-5500-02 or H2-5500-19.
As Jim said you can alter the timing of the gear by changing the size of the hole in the restrictor. Randol Webb was the first to do this back in 1999. All three of his gear hit the wells at the same time.
Note that there is also a damper in the oil pressure system.
Always Yakin,
Doug
cjpilot710(at)aol.com (cjpilot710(at)aol.com) wrote:
[quote] In a message dated 10/17/2007 4:53:38 P.M. Eastern Daylight Time, cliff(at)gesoco.com (cliff(at)gesoco.com) writes:
John,
I agree totally with all below except for one item. At least on the CJ-6 the flaps do not have lock down or lock up. Pressure holds the flaps down as long as either flap handle is in the down position. The rear handle (instructors seat) has presidents over the front handle. Put both handles in the neutral position, takes pressure off both sides of the actuator. A bungee cord in the flap area will pull the flap up. At least on the CJ - I am not sure about the Yak.
One other detail not mention here is that both the gear and flap lines have small conical washer with a hole about .05 dia. These are usually located in the lines where B nuts attach to fittings in the wheel wells. For the flap they are located right where the line attaches to the flap actuator. If you take off these lines for any reason, it is very easy for these to drop out un-noticed. The purpose is to meter the out and in flow. These control to certain extent the rate that gear and flaps retract. Craig Payne went to a great deal of fiddling to get his gear to retract evenly and at the same time, just by adjusting the size of these holes. But you still need the air pressure to work against.
Leaving gear handle in the up position has absolutely no effect on the wear of seals in the actuator. As a matter of fact, some CJ (mine is one) have no up locks at all. The only thing that holds the gear up is the pressure in the system.
Jim "Pappy" Goolsby
[quote]--> Yak-List message posted by: Cliff Coy <cliff(at)gesoco.com> (cliff(at)gesoco.com)
John, it sounds like you have the instructors manual, not the pilot's
manual.
In any event, unless the compressor is having real problems, there's no
real reason to return the handles to the neutral position after selection.
It's certainly not going to damage anything to select gear neutral after
the gear is locked up.
The uplocks are mechanical latches and will not release until the gear
is selected down.
The same is true from the flap system- it's mechanically locked in
either position.
If either of these systems allow movement after they've reached the
selected position, then you have a failure of the locking mechanism-
most likely due to corrosion.
Dennis is absolutely correct about air cushioning. The gear system
*requires* pressurization on the opposite side of the actuator to slow
the movement of the gear. DAMAGE WILL RESULT from slamming the gear up
or down. The uplocks take the damage from slamming the gear up- most
notably the nose gear. If the little roller wheel is bent off to the
side, then the gear's been slammed up.
If you or your mechanic is slamming the gear down during the emergency
gear system test....You're doing it wrong! And eventually the system is
going to crack at the actuator attach points.
So before selecting up, select down first and vice versa.....or simply
never leave the handles in the neutral position.
Sure if you're low on air and you want to conserve what you've got for
starting, then go ahead and select the neutral positions *before opening
the main air valve* and that will only allow the air to be used for
starting and brakes.
Just don't forget to select gear down and flaps up after the engine is
running.
If anyone needs a gear swing checklist let me know off list.
Cheers,
Cliff
A. Dennis Savarese wrote:
> --> Yak-List message posted by: "A. Dennis Savarese"
> <dsavarese(at)elmore.rr.com> (dsavarese(at)elmore.rr.com)
>
> John,
> My comments IAW your question numbers -
> 1. The purpose is to check the prop governor's ability to hold a
> constant RPM.
> 2. Do NOT do this! You are 100% correct. If your copy of the manual
> says this, the manual should be changed immediately and you should
> notify the creator of manual that it is wrong.
> 3. Do NOT do this! You are depressurizing the landing gear actuators
> AND the uplock assemblies. Unless you remember to put the gear handle
> BACK to the UP position BEFORE moving the gear handle to the DOWN
> position, the landing gear actuators will slam down. I guarantee it
> WILL get your attention and a neophyte back seater will have the crap
> scared out of them. Keep the gear handle in the UP position but DO NOT
> put the slide lock in place while the gear handle is in the UP
> position during flight. Too many people have lowered the gear handle
> to the neutral position with the slide lock in place and "heard" the
> hiss, thinking the gear was down and locked when in fact, the gear was
> just hanging limp. They also did not check for the green lights and
> assumed the gear was down AND locked because they 1) felt the firm
> stop of the gear handle and 2) heard the hiss of the actuators
> depressurizing. When the prop goes "ding", "ding" on the runway,
> you'll realize you only had the handle in the neutral position and a
> very loud "Oh, SH--" is heard emanating from the cockpit.
>
> As I said, wherever the flight manual is posted, it should have these
> instructions immediately corrected. Especially #3 because it is
> inviting a potential gear up landing.
> Dennis
>
> ---
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