I don't like contact cleaner in general. There's a product called Deoxit D5, which I swear by. I would think that at some point a tired switch should be replaced.
It probably has the same system as the older ARMY C-12 200. I would probably replace the up and down limit switches or the motor controller. We jack the c-12’s every day and take for granted the danger. Unfortunately a little over a month ago we had an accident letting one down and the gear wasn’t locked down and it collapsed and killed a fella. This wasn’t at the site I work but the same company. So taking it off the jacks and going up is serious business. Hope you get your issue resolved.
Probably a dumb question, but could you test the hell out the switches and relays but save the wear and tear by disconnecting the motors that drive the gear and wiring some kind of indicator light in their place (or a more current hungry load if that's what the system is expecting)? I can think of a lot of reasons why you couldn't or wouldn't want to do this on an airplane, so I guess I'm just curious whether the reason is practical like difficult to access wiring or if it's more of a general don't-make-small-problems-big-by-touching-things policy.
@@BlackCoffee-m5c REALLY? Retired 2 years ago, previous that, 28 years DOD (USAF) Engineer working/repairing/rebuilding aircraft systems @ one of the biggest aircraft Depot Bases in the USA. Although, I don't know THIS aircraft in and out, ALL AIRCRAFT WORK THE SAME. They all use the same mechanics and physics as all of them do. So please , stop being a bully, it shows your intelligence. ( ͡👁 ͜ʖ ͡👁)
@@davidnee6157 Bragging about being a USAF mechanic is nothing to brag about you all have books that tell you exactly what to look at what to replace you have to do zero thinking I know this because Bl@cks can do your job sit down boy and brag to people about yourself at your local LGBT club
@@KerryDMcCauley I was thinking it maybe a good Idea to check the gear motor brushes. We had a cracked flap motor with bad brushes that did the same thing.
Been in that exact same spot Kerry. That long pause, kinda thinking, kinda hoping. We got to the point of, "Welp, don't move the gear level like that again." Was a charter B60, never had the problem again.
I have worked on a Staggerwing for the last 30 years. the owner had problems getting the gear to come down also. we tried doing the hangar retracts and no problem and the we flew it and no problems. I'm thinking a very old switch. We never did find the problem! Thanks for the videos!
I worked at a shop in California, We had a King Air on jacks. We had a small earthquake, it was big enough to knock it off the wing jacks and drive them through the wings.
Thanks for sharing this! I have a Twin Bonanza so pretty much the same gear. Your gear switch is different than mine so I can't comment or share any thoughts on how that may or may not be the culprit as either one of those age related things or a nuance of those switches in particular. I did watch the Oshkosh clip when you first had the issue as well as for obvious reasons I'm very interested in how this plays out. The one big difference here in your gear swing on the ground and in the air is you're not vibrating or moving which means nothing else in that whole system is either. There can't be that much wiring to inspect for in intermittent short? I have a landing gear circuit breaker on the floor as well (new) which would be in play for this as well as a 3 amp breaker I also have for the relay. I'll be watching to see if you find the smoking gun on this one.
@@KerryDMcCauley My plane is about to go into the annual inspection and while its on jacks i'll do the manual gear lowing procedure and see if the 150 pumps number in the Manual is accurate! And, get some kind of idea of how I accomplish that why flying at the same time.
