With the main landing gear filled and primed, and with the brake lines attached to the gear legs, I did a retraction test to make sure that there was still no interference with the MLG cutouts in the fuselage (which had to be widened slightly), and the aluminum tubing for the header tank vent and drain. The trusty nitrogen cylinder was used to do the retraction, and all was successful.
The routing of the brake lines needs to be such that there is adequate length to accommodate the retraction of the gear, and that the excess stays out of the way of the gear leg during the MLG movement into the down position. The flexible brake hose was routed close to the gear leg pivot axle, and from there, terminates at an AN bulkhead elbow fitting through the landing gear bulkhead. Hard aluminum tubing will run to the front of the aircraft from these fittings.
A significant portion of the landing gear door holder plate had to be removed to prevent interference with the brake caliper. I want to be able to remove the brake caliper without having to remove the gear axle, so this was a necessity. I will find alternate ways to hold the gear doors when that time comes. Finally, a 3/8″ thick brass bushing was used during assembly of the MLG over-center mechanism to hold the mechanism forward and prevent interference with the header tank fittings.
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