----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]----
Thanks, I am thinking that it is the steel one with the aluminum scissors and that the gauge was lost somewhere and replaced with this plug. This aircraft has had two instances of nose gear damage in its history so it is sure to have a mixture of parts on the nose. I also am suspecting that it was over serviced. I just bought the plane and it just had an annual before I got it. It looked like the fluid was coming out the hole in the top of the filler plug because fluid was on the bottom of the alternator. Does this plug usually have a vent hole in the top of it? I cleaned the engine compartment and did one landing and that is when I saw the squirt on the bottom of the alternator. I cleaned it again and did another landing and it did not squirt as much. I guess it is either empty now or it has lowered to the correct level. I have ordered a gauge from Univair so I can check the level.
Thanks,
Kevin
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Sent: Wednesday, September 24, 2003 11:02 PM
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----[Please read http://ercoupers.com/disclaimer.htm before following any advice in this forum.]---- Kevin,
Trying to tell what type of nose strut you have by looking at it externally on an aircraft that is over 50+ years can be deceiving. There's been a lot of mixing and matching over the years by owners, mechanics, and of course the availability of parts. The only way to really find out is to disassemble the strut. Yuk.
The inner oleo strut piston assemblies in fig. 14 item 13 (Steel) and fig. 15 p/n 415-34333 (Electrol) will be the dead give away on what you have. Using torque links (often called the nutcracker or scissors) to identify the strut can be deceiving since they are interchangeable between these two strut types.
Now for the leaking problem I'll use fig. 14 in the parts catalog to help you identify where your strut may leak. Since your filler plug doesn't have a fluid level gauge, it's probably over serviced. Since you described the engine compartment full of hydraulic fluid this is the more likely culprit. The strut takes only 1-1/2 pints of hydraulic fluid and any excess fluid will be forced past the oil seal on the inner cylinder (ind. 18) and out through the venting holes on the upper sides of the outer cylinder (ind. 2) during strut actuation. You should be able to see them if you look closely at the upper attach sleeve on the engine mount assembly. There should be two holes there forward and aft, aligned with the vent holes on the outer cylinder. If not, Ercoupe service memorandum #41 hasn't been complied with and the fluid is being forced past the rod and head assembly (ind. 14).
The other possibility is this oil seal (ind. 18) is actually so worn out that the normal internal misting during strut actuation is seeping out through the vent holes or the rod and head assembly (ind. 14). This would be indicated by a wet outer strut near the top mount, not the entire engine compartment wet with fluid. Replacement of this seal will require strut removal and disassembly if and when you decide to do this.
Walt Uebele
1946 Ercoupe 415-C
N94113
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