CHAPTER14 REVISION LIST

uKv~A· 320FB IE~":]I-C_ha....:p,_t_e_r_l~ _ _.____R_:-~-G-E_AR_0_/_1_1_-1_-9_1_---t-lrk-tt Lancair International Inc. Copyright O 1991, Redmond, OR 97756 2. DRAWING LIST Drawing Page 14-1 8 14-2 9 14-3 10 14-4 11 14-5 12 14-6 13 14-7 14 14-8 18 14-9 20 14-10 21 14-11 23 14-12 24 14-13 26 14-14 27 14-15 31 14-16 33 14-17 36 Title Schematic - landing gear hydraulics (mech. inbd gear door) Schematic - landing gear hydraulics (hydraulic inbd gear door) Attach plate Hydraulic power pack installation Gear Free-fall valve mount bracket & assembly Gear Free-fall valve placement Flexible hydraulic line fabrication Hand bending aluminum hydraulic line Anchor points for aluminum hydraulic line Bulkhead fitting installation for hydraulic line Stub wing installation of hydraulic lines Hydraulic line routing inside the nose wheel tunnel Wiring - landing gear switch Gear "quadrant" location Micro switch installation, main gear Micro switch wiring connections Wiring schematics fj._.-···=··'·<··= '' ' Chapter 14 REV. 0 I 11-1-91 I ~VDVK 320FB 11 l~:~:·t---=--~..:,__LAND_J...__IN_G_G_E_AR ___--1~ Lancair International Inc. Copyright C 1991, Redmond, OR 97756 3. EQUIPMENT REQUIRED - SPECIAL PARTS, TOOLS & SUPPLIES A. Parts • Hydraulic power pack • Pressure switch (high) • Pressure switch )low) • Starter relay (2) • A/C master relay • 50 Amp circuit breaker • Attach plate • Gear free-fall valve • Gear switch • Gear "quadrant" • Gear micro switches (3) I aaevD4VK 320FB IE~~]•)-_C_ha____,,_p_te_r;__l_~___.__RIN_EV_~_G_E_AR_O_/_l_l_-1_-9_1_-t+-:l\""11 Lancair International Inc. Copyright Cl 1991, Redmond, OR 97756 B. Tools • Sharp utility knife • Bench vise • drill motor • drill bits: 7/16" • 9/16" wrench (2) • Pencil • Flaring tool, 37° IcAG,cv..e· 320FB E~J--C_h_a..,:p_te_r_l_~-'-R-~_v.G_G_E_AR_O_/_l_l-_1-_9_1--4-A~ Lancair International Inc. Copyright C 1991, Redmond, OR 97756 C. Materials & supplies • • • • • • • • • epoxy flox BID cloth micro sandpaper, assorted grit Duct tape or release tape MC or acetone for cleaning 1/4" 5052-0 rigid line aluminum tubing HR 303 flexible hose Ie}Kv~Ar 320FB IE~:]J-..C_h_a...::,p_te_r_l_~-..JL.-R-~-v~_G_E_AR_O_/_l_l-_l-_9_1_~H-1 Lancair International Inc. Copyright C 1991, Redmond, OR 97756 NOTE: It is hopefully obvious, and already settled upon, as to the choice regarding the optional hydraulic gear door system for the main gear. The basic hydraulic installations are essentially the same with some additions used with the hydraulic gear door option. 4. PROCEDURE A. Power pack & pressure switch installations 1. Review pages 5-59 and 5-60 in chapter 5, "Hydraulic power pack installation". Per figure 14-3, this attach plate is highly recommended as a very convenient means of assembling all the elements as shown in figure 14-4. 2. The power pack, as discussed above, is a self contained unit comprised of three elements: electric motor, gear pump and reservoir. This pack is attached to the aft face of the baggage bulkhead. The pressure switches will also be located there as will the two starter relays that operate it. 3. It is also recommended that you install the MASTER RELAY for the aircraft's full electrical system at this same location. See figure 14-4. 4. A 50 amp circuit breaker must also be used with this system and, per figure 14-4, the location is best suited near the power pack. This will place the circuit breaker in the baggage bulkhead. 5. Now go back to the power pack and install the two short lines from the AN826- 4D fittings that are screwed into the power pack ports. These lines will extend vertically and attach the pressure switches. 6. Attach the pressure switches to the above lines. WARNING: Be very careful in marking the pressure switches for "high" and "low" since once you remove the switches from their marked packets, they will look the same. Put a marking system onto them immediately as you remove them from their packets. If you mix the order, the system will not operate. IcdPJJCA/;/19 320FB E~~; :]1-C_h_a--=-p_te_r_l_~__,.._R_:_·G_G_E_AR_O_/_ll_-_l-_91_---+1~ Lancair International Inc. Copyright Cl 1991, Redmond, OR 97756 SCHEMATIC • LANDING GEAR HYDRAULICS STD.· MECH. INBD GEAR DOOR LOW PRESSURE - Bulkhead fitting may be either a AN833-4D, or AN837-4D (optional • use a AN804-4D 'T' bulkhead fitting & install a flex hose to the open, low pressure end of the gear door cylinder) VALVE, ball type, 1/4 11 AN912-1D FIGURE 14-1 reducer installed in each end of the~ "dump valve" before it is mounted ~ Anchor points (typ) Electric/hydraulic pump Nose Gear Cylinder HIGH PRESSURE - Bulkhead 'T' fitting may be either a AN834-4D, or AN804-4D AN826-4D Main Gear Cylinder /High Pressure Switch d t{ Low Pressure Switch 2611-4x2x2 I ~V~A® 320.FB Ii l4-S I-C_h_a-=p__t_er_l_~_.._R_~_v_~_G_EAR_3_/_1_1-_2_0-_95___ Lancair International Inc. Copyright© 1991, Redmond, OR 97756 •~-., 5' i; !. 1 "Ill - ~~..,~- ~ !: ... j ~ar l!t t~ j ; m:Id C"l ''1:1 i"1 r;: ~,~ c:i c:i ~I~..........I ......(.0 ..... AN822-4D SCHEMATIC - LANDING GEAR liyDRAULICS OPTIONAL - HYDRAULIC INBD GEAR DOOR Figure 14-2 LOW PRESSURE - Bulkhead fitting may be either a AN833-4D, or AN837-4D (optional• use a AN804-4D'T' bulkhead fitting end install a flex hose to the open. low P'"""'" end oflhe gear door eyUnder)\_ VALVE, ball type, 1/4" AN912-1D reducer installed in each end of the "dump valve" before it is mounted IIIGll PRESSURE· Bulkhead 'T' fitting may be either a AN834-4D or AN804-4D Main gear cylinder Hydraulic AN833-4D AN816-4 o,,.r High pressure ewitch .AN826-4D Eleetric/l[ydraulic pump 3 1/2' Old style with small black wire (Hydraulic power pack assembly) Figure 14-3 1 . 7 13/16" • I -------:'!""1o-,,-------_-090_Al_TT I I I 4" _._1-(il..,._______ I 0 l """"----4 3/8"--~i-.-2 5/16" !-+"' PUENDLIC n, [ EL.fCTRICAU.Y ISOLATE RELAYS ·l, New style with large black wire Figure 14-3a 3 1/2' Note: No metal plate is needed under pump. Chapter 14 REV. 6/04-01-99 LANDING GEAR Lancair International Inc, Copyright© 1999, Redmond, OR97756 Gear up switch Gear down switch Hydraulic Power Pack Installation Old Style Figure 14-4a Back side of baggage bulkhead Low pressure relay "S" terminal goes to pressure switches High pressure relay Phenolic plate To 50 Amp breaker "I" terminal goes to gear transition light VCrYA® 320FB 14-11 Chapter 14 REV. 6/04-01-99 LANDING GEAR Lancair International Inc. Copyright© 1999, Redmond, OR97756 Hydraulic Power Pack Installation New Style Figure 14-4b Gear up switch ----lH--..,,.'~ Gear down switch Back side of baggage bulkhead "S" terminal to pressure switch 0 r• terminal to trans. light To 50amp breaker L ~~::::=i="?==.a=,1.,=~=='A==l.=D=-®-~----_JI ~ ,__C_h_a~pt_e_r_1_4~_R_E_v.__6_/0_4_-0_l_-9_9__----i........,...-+t C.:,,,J_.._,....l'V'~ .~ LANDINGGEAR Lancair International Inc., Represented by Neico Aviation Inc., Copyright 11) 1999, Redmond, OR 97756 HYDRAULIC POWER PACK INSTALLATION (VIEW: AFT SIDE OF BAGGAGE BULKHEAD Figure 14-4 #10 wire to battery(·), gJ."Qunded here to plate (SEE OPTIONAL LOCATION) Master relay 110 wire typ. (+) ~==il..;• JO (-) (OPr/ONAL LDCJ SMAll BLX.1' WIRE.(-) #18 wire typ. Gear trans light Gear up awitch Gear down switch Back side of baggage bulkhead (THERMAL OVERLOAD PROTECr) 'T' terminal goes to gear transition light ''S'' terminal on relay is to pressure switches I Ji!5?. W-AIO® 30~ 1~ Chapter14 REV. 3/ 12-1-95 ~VW'U'-". ~.r n EJ 1-----l'----LAND-~IN-G_G_EAR----~rr Lancair International Inc. Copyright© 1991, Redmond, OR 97756 .,;/ .,.,.,_ PRESSURE SWITCH ADJUSTMENT The pressure switches will control the power to the motor relays and thus the power to the motor itself. These switches are preset but they are also easily adjustable. Without pressure they are wired In the NC (normally closed) conftguratton. When the pressure setting is reached, they will open thus cutting current flow. SYMPTOM: The gear in retract mode, runs in short on and off bursts until the gear is fully retracted. CAUSE: The pressure switch is most likely shutting off current to the relay and as backside pressure drops, the switch closes again providing current. CURE" The UP side pressure switch will require a higher setting. I) Remove the two small nuts on the back of the case and gently pull the case back to reveal the inner nuts (which are of the same size). These are the two nuts which hold spring tension on the two internal compression springs. 2) Turn these two nuts down approximately t full turn thus tightening the spring load. 3.) Test the gear again and tighten additionally if required. NOTE: It is possible to over tighten these nuts which would result in the inability of the motor to shut down even though the gear was fully retracted, (ie: the pressure setting would be then set higher on the pressure switch than the bypass relief valve sett lng within the pump.) If thls occurs, immediately cut power to the motor and loosen the two nuts in the pressure switch unt ii proper operation is achieved. PRESSURE SWITCH ADJ'llSTMl.NT NUTS (2) 296 B. Gear free-fall valve installation The Free-Fall valve must be located in a position that affords relative ease of reach. The ability of free falling the gear should be checked regularly in flight, the proper test procedure will be detailed at the end of this chapter. 1. See figure 14-5 for a method of securing the valve in position. This valve should be located at a position that can be reached with relative ease by the pilot. It is generally positioned just fwd of the instrument panel center console area and up on top of the nose gear tunnel. 2. Generally, the Free-Fall valve is desired at a position that flushes with the left side of the nose gear tunnel, to avoid interference with the pilots right leg, see figure 14-6. The valve can then be positioned behind an upholstery panel which has a hole nicely cut in it for access. This makes for a good looking finished detail. NOTE that the Free-fall valve has the two AN912-1D reducers installed into it so that it can attach to the AN825-4D fittings spliced into the lines. Gear Free-fall valve mount bracket & assembly Figure 14-5 MOUNT BRACKET 1" x 2" AI. angle, .09 thick. Width is deter- mined by the valvei----- used (2" • 8" "average) Bond in place with fl.ox and 3 BID HOSE CLAMP, worm-screw type, 2 req'd. ''FREE-FALL" VALVE 1/4" Ball type - Install reducers (AN912-1D) before mounting to bracket Io{C~,,e• 320FB IE~~] Chapterl~';GGE:: 11-1-91 Lancair International Inc. Copyright C 1991, Redmond, OR 97756 ... "FREE-FALL VALVE 1/4" ball type Install reducers (AN912-1D) befor mounting to brckt Gear Free-fall valve placement Figure 14-6 Be sure that the valve handle has free movement, that the upholstery will not interfere, and that the valve is easily accessible by the pilot? HIGH PRESSURE line enters the nose wheel tunnel on the right. LOW PRESSURE line enters the nose wheel tunnel on the left. Both hydraulic lines pass under the main spar on the right side of the nose wheel tunnel Chapter 14 REV. 0 / 11-1-91 LANDING GEAR Lancair International Jru:. Copyright C 1991, Redmond, OR 97756 D. Flexible hydraulic line fabrication We now use R 703 hose for all Lancair flex line applications. The fittings are two part assemblies consisting of a 11 socket 11 and a "nipple11. The socket fits over the hose and the nipple threads into the socket. The end fittings can be easily installed provided you follow a couple of simple instructions. See figure 14-7. 1. When sizing the line lengths, don't forget to calculate the length of each fitting on that line. The fittings will add 1-1/4" each to the line assemblies overall length. Thus the flex hose itself must be cut 2-1/2" shorter than the overall hose assembly length to compensate for the length pf the two fittings. 2. A mandrel is required. This need only be a simple steel rod of proper diameter. We use a drill bit #11) which slips through the threaded nipple portion of the fitting (it should not be a snug fit, or you may not be able to remove it once the socket is tight). 3. Make a clean cut with a sharp utility knife on the first end of the flex line. 4. Next slip the mandrel (drill bit) about 2 11 into the hose end (the bit should however be sticking out of the hose by 1-1/4" minimum). Place the hose into a vise, vertically, with 3/4 11 extending above the jaws. Then snug up the vise on the hose, not too tight,just enough to hold it firmly. You won't crush the hose since the drill bit is inside of it (something that works well here is a piece of wood with a hole drilled through it the size of the hose diameter, then sawn through the center of the hole - you can put the hose in the hole in the wood and chuck up the wood in the vise. The saw blade width now missing from the wood usually gives you just the right amount of gripping force when clamped into the vise). 5. Now use a 9/16" end wrench to screw the socket portion of the fitting onto the hose. THESE ARE LEFT HANDED THREADS, IT WILL SCREW ON WITH WHAT WOULD BE CONSIDERED A BACKWARDS ROTATION. Once you start threading the socket on, try to keep a steady, progressive movement going. You will be generating heat from the friction and if you stop in the middle, the going will be tougher when you resume. So don't stop until the socket is screwed fully onto the hose (.650" hose penetration). Note the small "tick" marks on the barrel of the socket, that's where the hose should screw up to. Thus with .75" of hose sticking out of the vise, you will basically continue until the socket screws just short of the vise jaws. NOTE: You will generally have to push against the end of the socket as you twist counter clockwise in order to get it started on to the hose. Once the threads are engaged, you can simply twist. I o3CvD1VA® 320m 1114-15 I._C_h_a-"'-p_te_r_l_~__._R_:-~-G-EAR_3_/_1_1_-2_0_-9_5_-++--il'-+I Lancair International Inc. Copyright© 1991, Redmond, OR 97756 6. Next remove the hose from the vise and place the socket into it (the hose). Then thread the nipple into the socket. These are standard, right hand threads. Oil threads with Roze oil or 30 wt. motor oil. Slip the nipple over the mandrel and push as you twist to engage the threads. This nipple should be tightened up until just snug against the socket. This requires a 9/16" wrench as well. That's it except for the visual check. WARNING: It is very important to make a visual check to verify that the nipple entered the hose correctly and did not create a blockage due to misalignment. When finished with the fitting installations, check by looking through the end of the completed hose piece. This is actually quite easy to do. Simply have a bright light at one end and sight through the other end. Pull and slow lyrota te the hose until it is straight enough to see through it. You'll be able to view the opposite end fitting quite clearly. There must be absolutely no obstructions in the line. Sometimes, if the nipple mis- enters, it will cut a slice of hose lining out and push it to the end of the nipple. This could cause disastrous effects and failure at some point in time during operation. So check carefully. Another test is to blow through the hose first from one end, then from the other, and make sure that there isn't a bit of torn hose anywhere in between acting as a one-way, or "flapper" valve. If this is the case, you may feel a different resistance or hear a different sound as you blow first from one end, then the other. Ic:;Al:vcvA· 320FB [E~~]I-C_h_a...,:p~t_er_l_~_ ....R_~_v_~_G_E_AR_0_/_1_1_-1_-9_1_-Mr:l'-M Lancair International Ine. Copyright C 11191, Redmond, OR 97756 E. Aluminum hydraulic line fabrication The Lancair uses all 1/4", 5052-0 rigid line. This requires AN818-4D nuts and AN819-4D sleeves for end fittings. The only flare angle acceptable is 37°. WARNING: DO NOT USE AUTOMOTIVE FLARING TOOLS, THEY ARE 45° AND TOTALLY UNACCEPTABLE. FITTING FAIL- URE WOULD RESULT. Only aircraft type, 37° flaring tools can be used. 1. Use tubing cutter to cut the end of the aluminum tube. It should be a good, perpendicular straight cut. After that, use a flat file to dress the end of the tube so that it is squared off nicely with no ragged saw cut marks. You'll notice a slight "burr" which often results along the edges of the tube end. These burrs should be removed. You can use a pointed knife to carefully remove JUST the burr from the inside of the tube and a file to carefully remove JUST the burr from the outside perimeter. Remove only the burr and no more. Blow out the line with compressed air. 2. Now slip the nut assembly over the tube in the proper order. First the AN818- 4D nut (small dia. end goes on first) and then add the AN819-4D sleeve (facing the proper direction - narrow end goes on first). You will surely forget this more than once and be forced to cut the fiared end of the tube off again since you've make the fiare without first putting the nut assembly on. You can get away with that on the first end, but not on the last end. 3. Now you're ready for the 37° flare. There are many types of flaring tools available from cheap to pretty expensive. We use a $50.00 unit that performs very well. Single flares are acceptable. Consult your flare tool instruction book for specific instructions on use of the tool. In general though, the flare should be just wide enough to cover the sleeve that mates to it. If the flare gets too wide, the end will start to break down and crack due to excessive stretch. This could cause a failure either right away or at some distant point in time. If your flare looks too big, don't guess about its integrity, just saw it off and make another. The aluminum line is not very expensive and leaking hydraulic systems are a real nuisance. I c:&e~,/l• 320FB E~~~·-C_h_a-=p'-t_er_l_~_ ....R_~_v_~_G_E_AR_0_/_1_1_-1_-9_1_~r-:i'.-H Larcair International Inc. Copyright O 1991, Redmond, OR 97756 Hand bending aluminum hydraulic line Figure 14-8 With your thumbs close together, bend a little then slide the tube fwd 1/8" and bend again, then slide fwd 1/8" and bend again, etc. NOTE: A 2" radius is the smallest bend that should be attemtped by hand 4. Bending the aluminum hydraulic line: The supplied aluminum line is 5052-0 which is not particularly difficult to bend. The primary requirement is to avoid any "kinks" that would close up the inner diameter and consequently restrict the flow. There are many types of hand operated tube benders, you do not need an expensive, highly sophisticated bender. In fact, if you are very careful, you can produce excellent bends by use of just your thumb and fingers to very gently make the bend. Try to keep the radius as generous as possible with a 1" radius being about the smallest advisable. The smaller the radius, the greater care required to produce it correctly. See figure 14-8. I ~.0f/A'e 320FB IE~~~]._C_h_a-=-p_te_r_l_~---''-R-:-~-G_E_AR_O_/_1_1-_1-_9_1_-++--.1_ Lancair International Inc. Copyright C 1991, Redmond, OR 97756 F. Installing the gear high and low pressure lines With the power pack installed onto the aft face of the baggage bulkhead, the lines can be installed. We will start at the pump and work our way forward. Thisisaverystraightforwardinstallationandisverysimple. Theprimaryinitial concern is to be very certain NOT to mix up the high pressure vs. low pressure lines. And that's easier to mix up than you might expect. It's even a good idea to mark the ends of the lines with colored tape as you go - green for down (low pressure lines) and red for up (high pressure lines). . It is generally best to first attach all the aluminum lines, then come back and attach all the flexible lines. This keeps you working with the same sets of tools instead of jumping back and forth and getting slowed down in the process. 1. From the power pack, two aluminum lines will be routed forward. One will be for high pressure, one for low pressure. Review figures 14-1 and 14-2 thoroughly before proceeding. Note that two installations are shown, the system used with the optional hydraulic main gear door closure (figure 14-2) will obviously have additional lines for them. You should have made up your mind about this option before continuing (the hydraulic gear door option is however, retrofitable at any time, it's just less work if you figure it out now). 2. Locate the position on the cockpit floor where the AN827-4D "Cross" fittings will be installed. There must be adequate clearances around these fittings so that the lines can be easily routed to them without rubbing on anything. 3. Use a measuring tape or a piece of string to trace out the length of these first lines (from power pack to "Cross" fittings). Refer to figure 14-1 for orientation. You will likely be installing and removing these lines several times each before the "final" installation. This first sizing is only to get the piece of tubing cut to approximate size (remember that it can be a little long, but it cannot be a little short!). 4. It is generally best to measure the approximate tube lengths between bends and make those bends prior to inserting the tube into the fuselage. These first two tubes will extend under the aft spar and should be kept well to the sides of the center "tunnel area thus clearing the elevator push rod and idler arm assembly which should be already installed behind the aft spar. 5. When the fit is close, attach the ends of these first tubes to the power pack as shown in figure 14-1. Finger tight is OK for now. Now it will be easy to locate the exact trim point for the other end of the lines so as to attach nicely to the "Cross" fittings. I c:A?v~..e· 320FB IE~:~~]I-C_h_a...:,p_t_er_l_~_.._R_~_v_~_G_E_AR_0_/_1_1_-1_-9_1_--H~ Lancair International Inc. Copyright O 1991, Redmond, OR 97756 6. Check the tubing's overall alignment, adjust as necessary and attach the other ends to the "Cross" fittings. These lines can lay loose on the floor for now. Later, the lines should be anchored at periodic points to secure. See figure 14-9 for a suitable means of securing lines to stationary objects (like fslg floor, nose gear tunnel sides, etc.). Once all the lines are positioned, both rigid and flexible, the assembly will begin to nearly hold itself in position by virtue of their rigidity once attached to bulkhead fittings, etc. However, these lines should still be anchored at a few points which are shown in figure 14-1 (or 14-2). ANCHOR POINTS for ALUMINUM HYDRAULIC LINE Figure 14-9 Ny-locknut MS365-832 1 BID inside fsl_._ 2 BID in gear well Screw MS24694-S8 flox into base ... ' ... ... Clamp MS21919DG-4 two may be used on one screw to mount lines parallel ,,..---------11/4" phenolic or plywood base File flat, to prevent screw from slipping ~-------------w--• Chapter 14 REV. 0/ 11-1-91 j e:.,£v.cvA· 320FB [E:~]1----LAND_..__IN_G_G_E_AR ____~i:-+t Lancair International Inc. Copyright C 1991, Redmond, OR 97756 7. Install the bulkhead fittings, that attach to the cockpit closeout ribs, from gear well side of the rib. Use a 7/16" drill bit to drill through the area that has the core material removed and reinforced with 3 BID from the inside. Refer to blueprint "K" for these bulkhead fitting locations, and see figure 14-10. These will be the next connection points for line installations. NOTE: If you drill a good clean hole for the bulkhead fittings, the fittings will seat nicely into the hole. If the hole is a little ragged then the small end of the bulkhead fitting will not seat properly since its shoulder is only 0.065" wide. Ifthis should occur, simply slip an AN960-716 washer over the fitting first, then insertitinto the hole and tighten up with the AN924-4D bulkhead nut. Note that there are three bulkhead fittings for each side when using the optional hydraulic gear door closure system. For the mechanical system, there will only be two fittings installed per side and the AN804-4D fitting will have an AN926-4D cap attached to seal off that extra unused port. Bulkhead fitting installation for hydraulic lines Figure 14-10 INBD Nut, AN924-4D COCKPIT COCKPIT CLOSE-OUT RIB where foam core is removed and 3 BID added from inside GEARWELL AN804-4D BULKHEAD FITTING std. for the 320, install all bulkhead fittings from the gear well, in the manner shown ~ ·....................... Chapter 14 REV. 0 I 11-1-91 I ~VtXrA® 320FB E~]----="-----LAND-.____IN_G_G_E_AR ____t-1\-H Lancair International Inc. Copyright C 1991, Redmond, OR 97756 8. Make and attach the lines that run from the "Crosses" to the AN804-4D fittings next. See figure 14-2. If you have the standard mechanical gear door (figure 14- 1), then route the low pressure lines from the bulkhead fitting to the low pressure "Cross" fitting next. 9. Next continue the aluminum lines forward, under the main spar to the position just aft of the nose gear tunnel where the Free-fall valve is located. See figure 14-6. The Free-fall valve will have the two AN912-1D reducers installed onto it so that it can attach to the AN825-4D fittings spliced into the lines. 10. Next you will install the bulkhead fittings into the nose gear tunnel. Before drilling the holes, retract the gear by hand and verify that you will have adequate clearances for the fittings. See figure 14-6 for location. Drill the 7/16" holes and install the bulkhead fittings in the same manner used for the close out rib, refer to figure 14-10. 11. Install the lines from the Free-fall valve to the above bulkhead fittings on the nose gear tunnel. 12. This will complete all the aluminum line installation inside of the fslg. The aluminum lines still must be installed into the nose gear well from below (one line to the sequence valve). If you have the optional hydraulic gear door system for the main gear, then there are two additional aluminum lines in the main gear wells yet to install. 13. For the optional hydraulic main gear doors, refer to blueprint "K". Before you can install these two lines, the sequence valve must be located. During line installation, check by cycling the gear up by hand, that proper clearance is maintained from all moving parts. The two aluminum lines should route up high into the "fillet" area formed where the upper skin rolls up and meets the fslg. See figure 14-11. These lines will route through the partial rib in the stub wing, use either a short length of rubber type hose as an insulator or use grommets. You can simply drill through the partial rib and install the lines. No reinforcement is required. Anchor the lines in the gear well since air turbulence is one added factor in the gear wells. See figure 14-9 for recommendations. 14. Install the one and only aluminum line into the nose gear tunnel, see figure 14- 12. This line runs from the AN834-4D bulkhead "T" to the "IN" port of the sequence valve. This line must also be secured and carefully clearanced away from all moving parts in the nose gear well. THIS WILL COMPLETE ALL ALUMINUM LINE INSTALLATIONS I c::A?v~A® 320FB 1,~~~;~]1-C_h_a_._p_te_r_1LAND_4___.__R~_v_.G_G_E_AR_0_/_1_1-_1_-9_1_--+H~ Lancair International Inc. Copyright C 1991, Redmond, OR 97766 I __,,,.,._~ /ck,1fC4/A• 320FB IE~]i-C_h_a"-pt_er_l=.....~------1._R~_v_~_G_E_AR...:..O.:...../~11::.....:-1:....:-9:...=l_~Q.J Lancair International Ine. Copyright C 1991, Redmond, OR 97756 Hydraulic line routing inside the nose wheel tunnel Figure 14-12 LOW PRESSURE- Bulkhead fitting may be either a AN833-4D or AN837-4D (optional- use a AN804-4D 'T' bulkheadfitting & install a flex hose to the open, low pressure end of the gear door cylinder. HIGH PRESSURE- Bulkhead 'T' fitting may be either a AN834-4D or AN804-4D. .,__Aluminum GM27 weldment, Trip Tab with phenoic doubler Hydraulic sevuence valve Lancair International Inc. Copyright© 1997, Redmond, OR 97756 hydraulic line Flexible hydraulic lines (H303) ~H--- Install AN833-4D fitting and route to low pressure side of nose gear cylinder G. Flexible line installations With the aluminum lines all installed, it is a relatively easy matter to install the hydraulic flexible lines. 1. Start in the main gear wells and fit the high pressure lines (for gear retraction) first. See figures 14-1 and 14-11. 2. Next fit and install the low pressure lines to the main gear cylinders (for gear down. These lines are a bit more critical in installation since their length must be just right to not kink or be stretched. 3. Cycle the gear up and down by hand to verify the installation and clearances. These lines must be kept away from all moving parts that could generate a "rub". Also check that they clear the tire as it passes by during retraction. The nylon type wire ties work very well for securing the flex lines. 4. Next fit and install the three flex lines in the nose gear tunnel. See figure 14-12 .. These lines must, like all the others, be verified as clearing all moving parts. When the assembly is completed, run the nose gear up by hand and verify clearances. This will complete the flexible line installations and thus completes all gear hydraulic line installations. ~ ................ Chapter 14 REV. 0 / 11-1-91 Ic..A7vefJ"A. 320FB IE~~Lll----~-LAND-...._IN_G_GE-AR-----+t~Laroair International Inc. Copyright O 1991, Redmond, OR 97756 Gear electrical installations: The gear electrical installations, although described in this chapter, should not be made until basically all glass work is completed on the airframe. The one exception is regarding the power pack assembly with pressure switches and relays. This assembly can be wired at most any time. H. Gear switch 1. The standard gear switch is a locking switch, as shown in figure 14-13. It takes up little room on the instrument panel. The switch is a SPDT meaning that it "pulls" voltage from a single source and can "throw" that voltage in either of two directions. The switch is in addition positive locking and must be gently pulled out of its detents before it can be shifted to the opposite position. As with all electrical parts, it should be handled with care and kept clean. 2. The center contact of the gear switch will have the primary "hot" lead from the battery soldered to it. The other two contacts will connect to either of the pressure switches. The wire on the pressure switch that connects to the gear switch can be either the red or the blue lead(the whiteleadisnot used at all). See figure 14- 13, and refer back to chapter 5, pages 5-59 and 5-60. NOTE: It should be pointed out that the alignment between gear switch handle position and the back contacts is perhaps opposite to what you might think is correct, i.e., if the gear switch handle is "UP" then the contact on the "bottom" is activated, and vice versa. This will obviously become important when you wire it. See figure 14-14 for a suggested location of the gear "quadrant". Gear Down Position Wiring - landing gear switch Figure 14-13 Gear Down Common(+) f). .................. .. Chapter 14 REV. 0 / 11-1-91 I c,,FvceA· 320FB IE~]l----'::..__;._LAND___.__IN_G_G_EAR-----+Hll.-+l Lancair International Inc. Copyright C 1991, Redmond, OR 97756 Std. indicator lights shown, optional dim- adjustable lights are available from Neico Gear "quadrant" location Figure 14-14 iI I l I I Or locate GEAR QUADANT here I dJ.rCNP® 30~ Jl1.'::·;·7.•:-:-:.-:.-:.-:.•r.r Chapter14 REV. 0/ 11-1-91 _c.:.::-t - -. ..U.11.D _L .. .• ,... ,..... :•1------'"----LAND _ _,___IN_G_G_E_AR _____..j..f4μ.i Lancair International Inc. Copyright e 1991, Redmond, OR 97756 .________________-..£__, I. Gear down lights The standard gear lights are AMP type lights and are non-dimrnable. For night flight, you will want to install an adjustable "pot" to be able to dim the lights at night. Optional gear lights with push to test and dim features are now available from Neico. 1. These lights will be illuminated by voltage that is interrupted by the gear micro switches. Thus the micro switches must be "CLOSED" in order for voltage to pass by and reach the gear lights. This" closed" position is only achieved when the gear is down and locked. See figure 14-16 and the wiring diagram, figure 14-17. Generally, the gear down (green) lights are arranged visually so that the center green light is for the nose gear and the left is for the left main, etc. dJJc.AJ'A® 320FB 1:r·~~:;;•·•·•·•·•~·1-C-h_a--"'p-te_r_l_~-----'-R-~-v.G_G_E_AR_o_/_l_l-_l-_9_1_--t-Hrt-1 Ic-L, ,....._____~Lancair International Inc. Copyright Cl 1991, Redmond, OR 97756 J. Gear transition light A gear "transition" light (amber or yellow) is provided. This light allows you to monitor exactly when and how long the gear motor runs. It is an excellent safety feature in that it can indicate problems that you might not otherwise be aware of. Example: If you have a small hydraulic leak, the gear transition light will warn you of the condition since you will see this transition light blinking on and off repeatedly during cruise. This will alert you to start looking for leaks as soon as you next land. That's much better than running the system out of fluid unexpectedly. Also, if for any reason the pump motor does not shut off within 20- 30 seconds, you will be alerted and you should then immediately pull the relay breaker on the instrument panel to shut down the system. Otherwise you would run the risk of burning up the pump motor. The gear transition light is generally placed just to the left of the three green gear down lights, near the gear switch. These units together comprise the "gear quadrant". ~ ............... ,. Chapter 14 REV. 0/ 11-1-91 Ic.7TVCf/Ae 320FB IE2:]1--=----LAND__.__IN_G_G_E_AR-----+-Ht--H Larn:air International Inc. Copyright C 1991, Redmond, OR 97756 K. Gear micro switches - main gear Gear micro switch installation & adjustments Each of the landing gear will require a micro switch to indicate a "down and locked" condition. This is a simple installation but extreme care should be taken with the micro switches themselves and with the wiring that connects them. If a wire were to fall off because, for example, you did not adequately secure the wires on the gear bay, the net result would be some very high anxiety when you realized that the gear down light was not on. Of course in that case, the landing would be uneventful but there is no point in stressing your anxiety levels due to loose wires or improperly adjusted micro switches. 1. The main gear micro switches will attach to predrilled holes in the GM4 alignment brackets. These are the small (4-40 screw size) hole and slot in the inboard ends of these GM4 brackets. 2. First simply place the micro switch in relative position and check to see of the chrome trigger arm requires any trimming. Some may require trimming for clearance from the welded boss on the GM4. If so, snip with a pair of wire snips. The trigger arm must fully clear the GM4 boss. 3. Position the micro switch an insert the inbd 4-40 screw with AN365-440 lock nut. See figure 14-15. WARNING: Do not overtighten the micro switch mounting screws. They should be snug only. Overtightening could cause the switch case to crack. If the case becomes cracked, the switch should be discarded and replaced. 4. The outbd micro switch mounting screw will fit into a slot in the GM4, thus allowing adjustment range. Insert this screw and tighten it up just a little so as to still allow hand rotational adjustment of the switch, i.e., it should have a little friction but still be movable. 5. With the gear in the fully adjusted, down and locked position, rotate the micro switch until it strikes the roll pin that extends out of the fwd face of the GM3 (over center link assembly). When you hear the switch "click" then the contact will be made. You'll notice that you will still have additional rotational adjustment remaining. Some of this additional depression of the trigger is advisable. The proper adjustment is achieved when nearly all of the available trigger movement is taken up but the trigger should not be tightly "jammed" against the switch case. There should be about 0.010" clearance remaining. 6. When the micro switch is adjusted correctly, then very carefully snug down the two 4-40 screws and nuts that secure the switch to the GM4. Check with your fingers that you can no longer move the micro switch by hand. I a.&ev~..e· 320FB IF~~]-C_h_a--=-p_te_r_l_~____._R_:_·G_G_E_AR_O_/_ll_-_1-_91_----t-t-1rH Lancair Intemational Iru:. Copyright e 1991, Redmond, OR 97756 Micro switch installation, main gear Figure 14-15 GM4, Main Gear Bracket The trigger arm may require trimming for clearance from the GM4 ''boss" Lanoair International Inc. Copyright O 1991, Redmond, OR 97756 Micro Switch Screws, 4-40 Lock nuts, AN365-440 L. Nose gear micro switch The nose gear micro switch is a different type ofinstallation. Refer to pages 5-4 7 to 5-50, "nose gear gas strut installation", and to figure 13-5, "Positioning the nose gear sequence valve & micro switch). This assembly should be adjusted in a similar manner as that used with the main gear micro switches. The switch will be rigidly mounted to the aluminum attach plate and all adjustments will be made by positioning of that created assembly as it rotates on the two MS24694-S8 screws. I ~~A• 32CJFB IE~.~=C==ha~p=t=er=l=~===R=~=v=~=G=E=AR=0=/==11=-1=·=91====== Lancair International Inc. Copyright C 1991, Redmond, OR 97756 M. Gear micro switch wiring The wiring for the micro switches is quite simple. The stock switches are built such that they can be used as NO (normally open) or NC (normally closed). We will only use the NO (normally open) circuit and thus one spade connector will not be used on the switch. If you look closely you will see the markings on the switch case, see figure 14-16. These are 3/16" wide spade terminals as are the terminals on the gear lights. The ''NC' (normally closed) terminal will not be used at all The ''NO" (normally open) terminal will be used for all three gear installations Micro switch wiring connections Figure 14-16 0 =======1 I NC I Trigger 0 The "COMM' (common) --------,terminal will be used for all three gear installations 1. The micro switch wires should be tied securely in the gear wells since consider- able air turbulence will be encountered. Use the nylon type wire ties. Also, it is important to use the insulated type of terminal connectors to prevent water, etc., from making a contact and giving a false reading. 2. We generally use the(-) side of the electrical system to route through the micro switches and wire the(+) side directly to the gear lights. See chapter 18. The wiring can be 18 or 22 gauge. Two wires are needed for each micro switch which must be routed to the back central area of the instrument panel. This wiring can enter the cockpit area through the cockpit closeout rib. A good location is between the spar closeout web and the aft phenolic attachment for the retract cylinder. See figure 14-11. 3. From there, route under the main spar (at the central console area) and up behind the instrument panel. The nose gear switch wiring can simply travel up the side of the tunnel and punch through the radius where the side of the tunnel rolls into the top portion. See figure 14-12. I$vD4VA. 320FB [E~]I-C_h_a..;0.p_te_r_I_~__,'--R-~-v~_G_E_AR_O_/_l_l-_1-_91_--t-1-;lt:--H Lanc.iir International Iru,, Copyright C 1991, Redmond, OR 97756 N. Gear pressure switch wiring 1. This is again very simple. Refer to page 5-50. There are two spades exiting the pressure switches. 2. The high pressure switch which operates the "gear up" cycling is located above the left port on the power pack. One wire on that switch will connect to the relay that operates the pump (high pressure side). The other wire on the pressure switch will connect directly to the lower solder terminal on the gear switch (remember that the lower terminal makes electrical contact when the switch handle is up). 3. The low pressure switch will connect in a similar manner to its respective contacts. Also see section "P" of this chapter for possible adjustments of the pressure switches. I c)d:1fcqA® 320FB Ii ~~:~l1-C_h_a--=p'--t_er_l_~ _ _,_R_~_v_~_ 0 _EAR_3_/_1_1-_2_0-_9_5-++-41'-1-1 Lancair International Inc. Copyright© 1991, Redmond, OR 97756 0. Gear wiring schematic 1. See figure 14-17. This is a very straight forward schematic and should be easy to follow. As mentioned already, the 50A circuit breaker is generally located on the face of the baggage bulkhead. This will save weight and make for a nice compact installation. 2. The gear pump will draw about 30-40 amps and therefore must run through the two relays. This pump motor will spin in both directions thus generating a gear up and gear down movement of the hydraulic fluid. 3. Note that the secondary terminals on the relays will be jumped together and will operate the "Gear Transition Light". 4. From the power pack itself, you will have to run three wires up to the instrument panel. One for the. gear up relay to the gear switch, one from the gear down relay to the gear switch, and one from the relays to the "Gear Transition Light". Note: Differences Between Old and New Style 235/320/360 Landing Electro/ Hydraulic Power Packs. Old power pack for all 235's and many 320/360's Motor has 3 wires Large blue and green Small black New current power pack Motor has 3 wires Large blue, green, and black Chapter 14 REV. 4 / 10-15-97 LANDING GEAR Lancair lntet'llational Inc. Copyright C> 1997, Redmond,,OR 97756 Note: The old power ·pack has an internal temperature sensitive switch which is normally closed at lower motor temperatures, and opens when the motor overheats. The small black wire is connected to this thermo switch and opens along with the switch. When wiring this unit, the blue and green wires are connected to the high (up) and low (down) solenoids, respectively. The black wire is used to provide the only ground for the solenoids. If the motor overheats, the black wire opens, the solenoids lose their ground and they open, which stops the power pack motor. The motor ground is connected to the motor housing with a seperate wire. GREEN GEAR LIGHTS Old Style Schematic Landing gear system Figure 14-17 #18-----,=---, MICRO SWITCH ---·-.J:"'L.....c!. GEARLEFT TO (...) BUSS BAR -;:- #18---,=---, ~ GEARNOSE A.'lmERGEAR TRANSITION LIGl-1:T °=f: lJ-----1110 --·-BLUE ...._-+-'....._--r-- ~ __rBLACili ....,.....__ ,#:/--7 P~R LOW PRESS. SWITCH BIGHPRESS.· SWITCH #-' 8 --ocf7"bz,.-_---tl •BussBAR AMP BREAl{ER Lancair International Inc. Copyright O 1997, Redmond, OR 97756 1110 t• SIZE TO LOAD REQUIREMENTS (APPROX. 118) MASTER RELAY I-"' PACK ,r.1110 1-----4 T BATTERY Chapter 14 REV. 4/ 10-15-97 LANDING GEAR Note: The new power pack has an internal load and temperature switch which stops the motor when either condition goes over the limit. The black wire is used for the motor ground. New Style Schematic Landing Gear System Figure 14-l 7A GREEN GEAR LIGHTS r r C::J::::;---#18----;=r-, MICRO SWITCH / 7.::.;___ . _ ~ GEAR LEFT '-. , TO(.,.) BUSS BAR "7 #18~-:- ~ GEARNOSE GEARll.IGHT Al\IDERGEAR TRANSITION L!Gfl.T °4- LOW PRESS. SWITCH E:IIGH PRESS. SWITCH GEARON RELAY #10 y #10 #..f8---ad'7',n---.f"':.~n~u:=s;s~BA~R;-1---"'t'1-_J AMP SIZE TO LOAD BREAliliR REQUIREl'\<IENTS (APPROX. #8) #10 -;:- MASTER RELAY .,jf-" _LLACK_,___ ff)..,.. p~ PACK ·1L~(.2~~'~~=,a=•='C=~=A==~=n==-®-=3:_.20FB _____Jll31---C_h__ap!:.-t_e_~-~-~I-~-:-~-E-AR_5_/N_.A_.____~-H Lancair International Inc., Represented by Neica Aviation Inc., Copyright© 1997. Redmond, OR 97756