tony Posted July 11, 2021 Report Posted July 11, 2021 On 7/28/2020 at 7:38 AM, M20Doc said: Introduced as S/I M20-112. https://cdn2.hubspot.net/hubfs/4147179/technical_documents/service_instructions/sim20-112_Rev_A.pdf Clarence now I know, thank you Clarence.
A64Pilot Posted July 13, 2021 Report Posted July 13, 2021 (edited) Multiple gear extension systems aren’t often that hard to devise. ‘The Meyers 200 has three, the normal hydraulics, if the pump breaks, pump them down manually, if the hydraulic system is compromised so that there is no fluid, then each gear has an up lock reachable by the pilot, release all three and let them gravity drop and yaw the airplane until you get all three down lights. ‘The Mooney emergency extension system is applicable only for an electrical failure, it won’t work if there is any mechanical failure, excepting a motor failure. However I believe it’s not common for anyone to get hurt in a gear up and any extra systems add weight, increase complexity and I’m sure drives up costs. ‘The ARMY U-21 I worked on long ago (Beech Queen Air) had a horrible complex system with bicycle chains and gear boxes and worm gears etc. Ever heard of a Rube Goldberg contraption? Edited July 13, 2021 by A64Pilot
tony Posted August 16, 2021 Report Posted August 16, 2021 On 7/28/2020 at 7:38 AM, M20Doc said: Introduced as S/I M20-112. https://cdn2.hubspot.net/hubfs/4147179/technical_documents/service_instructions/sim20-112_Rev_A.pdf Clarence so Clarence, if the OEM changed the design of the actuator that's referenced in SB-190; is SB-190 required to be performed on an airplane that has 40:1 gears?
mike20papa Posted August 16, 2021 Report Posted August 16, 2021 My "Johnson" bar is 1:1. Best stiffed armed when still in ground affect. 1
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