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CK gear checks

 
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dsavarese0812(at)bellsout
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PostPosted: Mon Jul 01, 2013 4:39 am    Post subject: CK gear checks Reply with quote
Actually, with the front gear selector in the UP position, turn off the main air valve, open the emergency air valve, (the gear will release and go limp), THEN put the front gear selector in the neutral position. The gear should go down and locked and you should see the 3 (or 2 as applicable) green lights. Turn off the emergency air valve. Move the front gear selector to the DOWN position. Now squeeze the brake handle until you no longer hear the "woosh" when you release it and you hear the "fart" valve release (when the pressure is almost entirely depleted.

Next, turn on the main air valve and perform another normal gear retraction to ensure the shuttle or diverter valves have shifted back into position. If you do not squeeze off all the air in the system after using the emergency air, the next time you attempt to retract the gear normally, the gear will not retract into the up and locked position.

Here is a link to the complete procedure on my web site: http://www.yak-52.com/maintena.htm#Gear%20Retraction%20/%20Extension%20Test%20Procedure

Dennis


From: Roger Kemp M.D. <viperdoc(at)mindspring.com>
To: "yak-list(at)matronics.com" <yak-list(at)matronics.com>
Sent: Monday, July 1, 2013 12:10 AM
Subject: Re: CK gear checks


--> Yak-List message posted by: "Roger Kemp M.D." <viperdoc(at)mindspring.com (viperdoc(at)mindspring.com)>

Keith, as remember per Dennis's method, after testing the main side place then. Place the gear handle in the neutral position. squeeze the brake leaver until the system is depleted. Lower the gear handle and activate the emergency side.
Correct me if I'm wrong Dennis.
Doc

Sent from my iPad

On Jun 30, 2013, at 11:09 PM, "keithmckinley" <cetopfed(at)gmail.com (cetopfed(at)gmail.com)> wrote:

Quote:
--> Yak-List message posted by: "keithmckinley" <cetopfed(at)gmail.com (cetopfed(at)gmail.com)>

I am working with a local AI on my condition inspection. He has no CJ experience and I'm looking for the proper method to test the gear. The CJ maintenance manual and the Condition Inspection checklist from RPA (Craig Payne) are different. I seem to recall the guy who did my annuals "bleed" the gear up and down slowly. I'm not sure if this is a correct method to test the emergency side.

If any one has a good procedure they would share please drop me a line.

I do have a set of 4 CJ jacks

Thank you,

Keith McKinley

keith(at)mckinley.us (keith(at)mckinley.us)

--------
Keith McKinley
700HS
X26 Sebastian, FL




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dougsappllc(at)gmail.com
Guest
PostPosted: Mon Jul 01, 2013 8:51 am    Post subject: CK gear checks Reply with quote
Keith,If the air line restrictors, my part number H2-5500-02 have the proper hole size and are in the correct places the gear should not slam up OR down.  I have the blank restrictors in stock if you need them.  See vol #1 of the parts books, fig 6-1 (Page 292 and on).  Look for the word "DAMPER" in the Nomenclature section.  You will notice that some of the dampers have different dash numbers, this is because they have differing hole sizes in them.  Gear transition speeds can to a degree be altered/changed by increasing or decreasing the size of hole in the restrictor.


Best,
Doug

On Sun, Jun 30, 2013 at 10:20 PM, keithmckinley <cetopfed(at)gmail.com (cetopfed(at)gmail.com)> wrote:
[quote]--> Yak-List message posted by: "keithmckinley" <cetopfed(at)gmail.com (cetopfed(at)gmail.com)>

Below was on the Yak List posted in 2007 and is pretty much the way it looks in the CJ maint manual.
Just had heard about the airplane getting a little jumpy on the jacks....



> 1) MAIN AIR- OPEN
> 2) SELECT GEAR- UP
> 3) VERIFY GEAR UP- CHECK UPLOCKS ETC
> 4) MAIN AIR - CLOSE
> 5) EMERGENCY AIR- OPEN QUICKLY
> 6) VERIFY GEAR UNLOCKS FROM THE UP POSITION
> The gear should be caught in between the up and down positions.
> This is a good time to look over the gear swing action by hand.
> 7) SELECT GEAR- NEUTRAL
>  VERIFY GEAR DOWN AND LOCKED
> 9) EMERGENCY AIR- CLOSE
> 10) SELECT GEAR- DOWN
> 11) BLEED OFF SYSTEM PRESSURE FOR 2 MINUTES
> I usually actuate the parking brake and alternate left and right rudder
> until the "fart" valve releases.
> It's important to wait a good minute after the valve releases to ensure
> the emergency system is purged before engaging the main air system.
> If there's any residual pressure in the emergency side the shuttle
> valves on the gear may not switch over completely to the main system.
> 12) MAIN AIR- OPEN
> 13) SELECT GEAR- UP
> 14) VERIFY GEAR UP
> 15) SELECT GEAR- DOWN
> 16) VERIFY GEAR DOWN AND LOCKED
>
> With best regards to all,
> Cliff
>


--------
Keith McKinley
700HS
X26 Sebastian, FL




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dsavarese0812(at)bellsout
Guest
PostPosted: Mon Jul 01, 2013 9:11 am    Post subject: CK gear checks Reply with quote
Question Doug,
Does both the main AND emergency side of the pneumatic system associated
with the gear actuators have the restrictors in both sides (main and
emergency) or just the main side have them? In the Yak 52, it is only
the main side. When activating the emergency side gear extension test
in the 52, the gear WILL come down pretty hard. Thus the reason for
doing the gear retraction/extension test as I suggested.
Dennis

A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1

On 7/1/2013 11:48 AM, doug sapp wrote:
Quote:
Keith,
If the air line restrictors, my part number H2-5500-02 have the proper
hole size and are in the correct places the gear should not slam up OR
down. I have the blank restrictors in stock if you need them. See
vol #1 of the parts books, fig 6-1 (Page 292 and on). Look for the
word "DAMPER" in the Nomenclature section. You will notice that some
of the dampers have different dash numbers, this is because they have
differing hole sizes in them. Gear transition speeds can to a degree
be altered/changed by increasing or decreasing the size of hole in the
restrictor.

Best,
Doug

On Sun, Jun 30, 2013 at 10:20 PM, keithmckinley <cetopfed(at)gmail.com
<mailto:cetopfed(at)gmail.com>> wrote:


<cetopfed(at)gmail.com <mailto:cetopfed(at)gmail.com>>

Below was on the Yak List posted in 2007 and is pretty much the
way it looks in the CJ maint manual.
Just had heard about the airplane getting a little jumpy on the
jacks....

> 1) MAIN AIR- OPEN
> 2) SELECT GEAR- UP
> 3) VERIFY GEAR UP- CHECK UPLOCKS ETC
> 4) MAIN AIR - CLOSE
> 5) EMERGENCY AIR- OPEN QUICKLY
> 6) VERIFY GEAR UNLOCKS FROM THE UP POSITION
> The gear should be caught in between the up and down positions.
> This is a good time to look over the gear swing action by hand.
> 7) SELECT GEAR- NEUTRAL
> VERIFY GEAR DOWN AND LOCKED
> 9) EMERGENCY AIR- CLOSE
> 10) SELECT GEAR- DOWN
> 11) BLEED OFF SYSTEM PRESSURE FOR 2 MINUTES
> I usually actuate the parking brake and alternate left and right
rudder
> until the "fart" valve releases.
> It's important to wait a good minute after the valve releases to
ensure
> the emergency system is purged before engaging the main air system.
> If there's any residual pressure in the emergency side the shuttle
> valves on the gear may not switch over completely to the main
system.
> 12) MAIN AIR- OPEN
> 13) SELECT GEAR- UP
> 14) VERIFY GEAR UP
> 15) SELECT GEAR- DOWN
> 16) VERIFY GEAR DOWN AND LOCKED
>
> With best regards to all,
> Cliff
>
--------
Keith McKinley
700HS
X26 Sebastian, FL


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mark.bitterlich(at)navy.m
Guest
PostPosted: Mon Jul 01, 2013 9:19 am    Post subject: CK gear checks Reply with quote
Doug, does the CJ-6 have flow restrictors in both the normal *AND* the
emergency hoses going to the actuators? I really do not know.

On the YAK aircraft, the Emergency Side hoses do *NOT* have any flow
restrictors, (on the 50 anyway) and with good purpose. If you have a
blown chevron seal, restricting air flow in any way can mean the gear
will not come down and lock. The idea (from the Russians) is that if
you have a real emergency with the gear, you want all the flow the
system can generate, and who cares if they "slam" or not, thus no flow
restrictors on the emergency side and thus why you have to be careful
when actuating emergency gear valve while on jacks. This is how it was
explained to me by two Russian Mechs anyway, so take it with a grain of
salt.

Glad to know about you have the blank restrictors! I very carefully
trimmed my holes to allow the gear to go up and down almost perfectly in
sync. Why this mattered to me I have no idea, as it really doesn't make
much difference. Smile

Mark

p.s. I just see Dennis asked the same thing!
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dougsappllc(at)gmail.com
Guest
PostPosted: Mon Jul 01, 2013 9:22 am    Post subject: CK gear checks Reply with quote
I would have to check to make sure but I think the restrictors are on both sides.  They may have differing hole sizes,  I am just guessing here, as I said would have to check to make sure.  May have a moment later today, Mondays are crazy busy.

Doug

On Mon, Jul 1, 2013 at 10:07 AM, A. Dennis Savarese <dsavarese0812(at)bellsouth.net (dsavarese0812(at)bellsouth.net)> wrote:
[quote]--> Yak-List message posted by: "A. Dennis Savarese" <dsavarese0812(at)bellsouth.net (dsavarese0812(at)bellsouth.net)>

Question Doug,
Does both the main AND emergency side of the pneumatic system associated with the gear actuators have the restrictors in both sides (main and emergency) or just the main side have them?  In the Yak 52, it is only the main side.  When activating the emergency side gear extension test in the 52, the gear WILL come down pretty hard.  Thus the reason for doing the gear retraction/extension test as I suggested.
Dennis

A. Dennis Savarese
[url=tel:334-285-6263]334-285-6263[/url]
[url=tel:334-546-8182]334-546-8182[/url] (mobile)
www.yak-52.com
Skype - Yakguy1

On 7/1/2013 11:48 AM, doug sapp wrote:

Quote:
Keith,
If the air line restrictors, my part number H2-5500-02 have the proper hole size and are in the correct places the gear should not slam up OR down.  I have the blank restrictors in stock if you need them.  See vol #1 of the parts books, fig 6-1 (Page 292 and on).  Look for the word "DAMPER" in the Nomenclature section.  You will notice that some of the dampers have different dash numbers, this is because they have differing hole sizes in them.  Gear transition speeds can to a degree be altered/changed by increasing or decreasing the size of hole in the restrictor.

Best,
Doug


On Sun, Jun 30, 2013 at 10:20 PM, keithmckinley <cetopfed(at)gmail.com (cetopfed(at)gmail.com) <mailto:cetopfed(at)gmail.com (cetopfed(at)gmail.com)>> wrote:

    --> Yak-List message posted by: "keithmckinley"

    <cetopfed(at)gmail.com (cetopfed(at)gmail.com) <mailto:cetopfed(at)gmail.com (cetopfed(at)gmail.com)>>

    Below was on the Yak List posted in 2007 and is pretty much the
    way it looks in the CJ maint manual.
    Just had heard about the airplane getting a little jumpy on the
    jacks....



    > 1) MAIN AIR- OPEN
    > 2) SELECT GEAR- UP
    > 3) VERIFY GEAR UP- CHECK UPLOCKS ETC
    > 4) MAIN AIR - CLOSE
    > 5) EMERGENCY AIR- OPEN QUICKLY
    > 6) VERIFY GEAR UNLOCKS FROM THE UP POSITION
    > The gear should be caught in between the up and down positions.
    > This is a good time to look over the gear swing action by hand.
    > 7) SELECT GEAR- NEUTRAL
    >  VERIFY GEAR DOWN AND LOCKED
    > 9) EMERGENCY AIR- CLOSE
    > 10) SELECT GEAR- DOWN
    > 11) BLEED OFF SYSTEM PRESSURE FOR 2 MINUTES
    > I usually actuate the parking brake and alternate left and right
    rudder
    > until the "fart" valve releases.
    > It's important to wait a good minute after the valve releases to
    ensure
    > the emergency system is purged before engaging the main air system.
    > If there's any residual pressure in the emergency side the shuttle
    > valves on the gear may not switch over completely to the main
    system.
    > 12) MAIN AIR- OPEN
    > 13) SELECT GEAR- UP
    > 14) VERIFY GEAR UP
    > 15) SELECT GEAR- DOWN
    > 16) VERIFY GEAR DOWN AND LOCKED
    >
    > With best regards to all,
    > Cliff
    >


    --------
    Keith McKinley
    700HS
    X26 Sebastian, FL




    Read this topic online here:

    http://forums.matronics.com/viewtopic.php?p=403678#403678







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dougsappllc(at)gmail.com
Guest
PostPosted: Mon Jul 01, 2013 9:32 am    Post subject: CK gear checks Reply with quote
Guys,I would think you are correct and my better judgement tells me that restrictors on the down side of the emergency system would not be a good idea.  Rather or not the CJ books call out the need for them I really at this point do not know.


Best,
Doug
On Mon, Jul 1, 2013 at 10:15 AM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)> wrote:
[quote]--> Yak-List message posted by: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)>

Doug, does the CJ-6 have flow restrictors in both the normal *AND* the
emergency hoses going to the actuators?  I really do not know.

On the YAK aircraft, the Emergency Side hoses do *NOT* have any flow
restrictors, (on the 50 anyway) and with good purpose.  If you have a
blown chevron seal, restricting air flow in any way can mean the gear
will not come down and lock.  The idea (from the Russians) is that if
you have a real emergency with the gear, you want all the flow the
system can generate, and who cares if they "slam" or not, thus no flow
restrictors on the emergency side and thus why you have to be careful
when actuating emergency gear valve while on jacks.   This is how it was
explained to me by two Russian Mechs anyway, so take it with a grain of
salt.

Glad to know about you have the blank restrictors!  I very carefully
trimmed my holes to allow the gear to go up and down almost perfectly in
sync.  Why this mattered to me I have no idea, as it really doesn't make
much difference.  Smile

Mark

p.s.  I just see Dennis asked the same thing!


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dsavarese0812(at)bellsout
Guest
PostPosted: Mon Jul 01, 2013 9:42 am    Post subject: CK gear checks Reply with quote
Completely agree with you on that Doug.
Dennis

A. Dennis Savarese
334-285-6263
334-546-8182 (mobile)
www.yak-52.com
Skype - Yakguy1

On 7/1/2013 12:28 PM, doug sapp wrote:
[quote] Guys,
I would think you are correct and my better judgement tells me that
restrictors on the down side of the emergency system would not be a
good idea. Rather or not the CJ books call out the need for them I
really at this point do not know.

Best,
Doug
On Mon, Jul 1, 2013 at 10:15 AM, Bitterlich, Mark G CIV NAVAIR, WD
<mark.bitterlich(at)navy.mil <mailto:mark.bitterlich(at)navy.mil>> wrote:


WD" <mark.bitterlich(at)navy.mil <mailto:mark.bitterlich(at)navy.mil>>

Doug, does the CJ-6 have flow restrictors in both the normal *AND* the
emergency hoses going to the actuators? I really do not know.

On the YAK aircraft, the Emergency Side hoses do *NOT* have any flow
restrictors, (on the 50 anyway) and with good purpose. If you have a
blown chevron seal, restricting air flow in any way can mean the gear
will not come down and lock. The idea (from the Russians) is that if
you have a real emergency with the gear, you want all the flow the
system can generate, and who cares if they "slam" or not, thus no flow
restrictors on the emergency side and thus why you have to be careful
when actuating emergency gear valve while on jacks. This is how
it was
explained to me by two Russian Mechs anyway, so take it with a
grain of
salt.

Glad to know about you have the blank restrictors! I very carefully
trimmed my holes to allow the gear to go up and down almost
perfectly in
sync. Why this mattered to me I have no idea, as it really
doesn't make
much difference. Smile

Mark

p.s. I just see Dennis asked the same thing!
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keithmckinley



Joined: 11 Aug 2008
Posts: 434
PostPosted: Mon Jul 01, 2013 2:35 pm    Post subject: Re: CK gear checks Reply with quote
Thank you gentleman. I do have restrictors in place, including the flaps.

Cheers,

Keith

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wlannon(at)shaw.ca
Guest
PostPosted: Mon Jul 01, 2013 7:59 pm    Post subject: CK gear checks Reply with quote
The CJ manual does not show any restrictors in the emergency down plumbing.

Walt

From: doug sapp (dougsappllc(at)gmail.com)
Sent: Monday, July 01, 2013 10:28 AM
To: yak-list(at)matronics.com (yak-list(at)matronics.com)
Subject: Re: Re: CK gear checks


Guys, I would think you are correct and my better judgement tells me that restrictors on the down side of the emergency system would not be a good idea. Rather or not the CJ books call out the need for them I really at this point do not know.

Best,
Doug


On Mon, Jul 1, 2013 at 10:15 AM, Bitterlich, Mark G CIV NAVAIR, WD <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)> wrote:
[quote]--> Yak-List message posted by: "Bitterlich, Mark G CIV NAVAIR, WD" <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)>

Doug, does the CJ-6 have flow restrictors in both the normal *AND* the
emergency hoses going to the actuators? I really do not know.

On the YAK aircraft, the Emergency Side hoses do *NOT* have any flow
restrictors, (on the 50 anyway) and with good purpose. If you have a
blown chevron seal, restricting air flow in any way can mean the gear
will not come down and lock. The idea (from the Russians) is that if
you have a real emergency with the gear, you want all the flow the
system can generate, and who cares if they "slam" or not, thus no flow
restrictors on the emergency side and thus why you have to be careful
when actuating emergency gear valve while on jacks. This is how it was
explained to me by two Russian Mechs anyway, so take it with a grain of
salt.

Glad to know about you have the blank restrictors! I very carefully
trimmed my holes to allow the gear to go up and down almost perfectly in
sync. Why this mattered to me I have no idea, as it really doesn't make
much difference. Smile

Mark

p.s. I just see Dennis asked the same thing!


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