Commander-Archive.digest.vol-ba
June 15, 2003 - August 03, 2003
fact, I have seen one B model [with ~13,000 hours TT]
advertised for exactly the same price an A that had 10,000
hours fewer TTAF.
span style'font-size:10.0pt;
font-family:Arial'My interest has been piqued recently by a
particular 500A. So to you A drivers out there:
p classMsoNormal
style'margin-left:.5in;text-indent:-.25in'font size2
faceSymbolspan
style'font-size:10.0pt;font-family:Symbol'*font size1
faceTimes New Romanspan style'font:7.0pt Times New
Roman' span style'font-size:
10.0pt;font-family:Arial'Are you happy with your decision?
Or do you have B envy, and are just biding your time until
you can get into a B, S, or maybe something geared?
p classMsoNormal
style'margin-left:.5in;text-indent:-.25in'font size2
faceSymbolspan
style'font-size:10.0pt;font-family:Symbol'*font size1
faceTimes New Romanspan style'font:7.0pt Times New
Roman' span style'font-size:
10.0pt;font-family:Arial'Can you tell me what you typically
cruise at and what the fuel burn is? My missions don't
typically involve high density-altitude departures; I will
not be at max gross most of the time. I love speed as much as
the next guy but also appreciate fuel economy when it can be
had without compromising safety.
p classMsoNormal
style'margin-left:.5in;text-indent:-.25in'font size2
faceSymbolspan
style'font-size:10.0pt;font-family:Symbol'*font size1
faceTimes New Romanspan style'font:7.0pt Times New
Roman' span style'font-size:
10.0pt;font-family:Arial'Going into SNA I am forever being
asked to keep my speed up til the FAF and the relatively
high max gear extension speed of the Deb [143Kts] helps quite
a bit. Can you confirm max gear extension speed on the 500A is 156Kts?
p classMsoNormal
style'margin-left:.5in;text-indent:-.25in'font size2
faceSymbolspan
style'font-size:10.0pt;font-family:Symbol'*font size1
faceTimes New Romanspan style'font:7.0pt Times New
Roman' span style'font-size: 10.0pt;font-family:Arial'Is
the fact that there are so few original 500A's out there
starting to cause any parts availability problems?
span style'font-size:10.0pt;
font-family:Arial'My intent is to first acquire the right
airplane and then 2 or 3 partners. I am based in span
style'font-size:10.0pt;font-family:Arial'Orange
Countyfont size2 faceArialspan
style'font-size:10.0pt;font-family:Arial', font
size2 faceArialspan
style'font-size:10.0pt;font-family:Arial'CAfont
size2 faceArialspan
style'font-size:10.0pt;font-family:Arial' [the Debonair is
hangared at SNA], so if there are potential partners out
there, let's talk.
span style'font-size:10.0pt;
font-family:Arial'thanks,
span style'font-size:10.0pt;
font-family:Arial'
span style'font-size:10.0pt;
font-family:Arial'Alan
span style'font-size:
12.0pt'
span style'font-size:10.0pt;
font-family:Arial'
Matronics Forums.
List members.
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
| Subject: | Re: Piston spares |
Barry,
Could you please advise the contact details, please.
Regards,
Bill Hamilton.
><barry.collman@air-britain.co.uk>
>
>Hi Guys!
>
>A stock of piston Commander spares is available for sale here in the UK.
>
>If anybody is interested, let me know and I'll put you in touch with the
>seller.
>
>Best Regards,
>
>Barry
>
>
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
| Subject: | New to group; Looking for first Commander |
Jim,
I guess that's the penalty of that lovely high aspect ration, minimum
induced drag wing.
As for TCM versus Lycoming, take your pick, they all have their problems,
they all like being well looked after and no engine likes hamfisted handling.
I would love a few more horsepower in my 500A, then I look at the 22gph in
cruise and think, I would rather ( for a purely private aircraft) I would
rather spend the money on more flying, rather than more horsepower.
Cheers all,
Bill Hamilton.
>
>
>I have to agree with the head room and leg room. I am 5'10" and have to
>slide down about two inches to get full rudder through. The systems are
>about as simple as you can get. They are either on or off. If you lose and
>engine you don't have to think about fuel transfer it is automatic as there
>is basicly one tank. The biggest draw back I have is finding a hangar to put
>it in. I have had to move several times due to the hangars being sold.
>
>Jim
>
>-----Original Message-----
>From: owner-commander-list-server(at)matronics.com
>[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
>CloudCraft(at)aol.com
>To: commander-list(at)matronics.com
>Subject: Re: Commander-List: New to group; Looking for first Commander
>
>
>In a message dated 06/12/03 12:13:33 Pacific Daylight Time,
>Alan.Kucheck(at)borland.com writes:
>
>
> > Besides, it is so hard
> > to build that multi time when you are going so fast...
> >
>
>Good point!
>
>I had a client about the same dimensions that you have and he went Commander
>for the same reason -- 500-A Colemill, in fact.
>
>The harsh truth about the 520 sized Continentals is that they crack.
>Continental knows they crack and allows a certain amount of it. (We're
>talking cases
>here, not cylinders)
>
>Most of the "light case" IO-520s are gone, replaced with the heavy cases,
>but
>the client I mentioned had to do an engine replacement on his Commander.
>(1993)
>
>When you buy and then train in your Commander you'll not only get Max
>Headroom and higher useful load, but superior systems as well. But you
>won't really
>appreciate that until you start flying a Commander.
>
>Enough enticement. Start shopping.
>
>Wing Commander Gordon
>
>
________________________________________________________________________________
| Subject: | Re: Piston spares |
Hi Bill,
I've passed your email on to Doug Jacob. Should you not hear from him within a
reasonable time, please let me know.
Very Best Regards,
Barry
----- Original Message -----
From: "Bill Hamilton" <fighterf(at)ozemail.com.au>
Subject: Re: Commander-List: Piston spares
|
| Barry,
| Could you please advise the contact details, please.
| Regards,
| Bill Hamilton.
|
|
| ><barry.collman@air-britain.co.uk>
| >
| >Hi Guys!
| >
| >A stock of piston Commander spares is available for sale here in the UK.
| >
| >If anybody is interested, let me know and I'll put you in touch with the
| >seller.
| >
| >Best Regards,
| >
| >Barry
| >
| >
|
|
|
|
|
|
|
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: New to group; Looking for first Commander |
"asking the man who owns one."
I like the comparison made here to another fine American product of years
gone by. PACKARD.
bilbo
> Thanks for the hard numbers - very helpful. About what I would have
> expected but nice to get confirmation by "asking the man who owns one."
>
> I'm open to other models [everything doesn't come onto the market all at
> once], but I think the A would work just fine for what I want.
>
> Alan
>
> > -----Original Message-----
> > From: Jim Addington [mailto:jtaddington(at)charter.net]
> > Sent: Thursday, June 12, 2003 8:22 AM
> > To: commander-list(at)matronics.com
> > Subject: RE: Commander-List: New to group; Looking for first Commander
> >
> >
> > -->
> >
> > Alan,
> >
> > I have a 500A that I bought April 1,1981 and have tried to
> > trade it several times and the wised up that I had a better
> > plane than I was looking at for my purposes. I have had up to
> > five large people in mine and just reduced the fuel load to
> > make up the difference. I still have the IO-470's (260 hp)and
> > usually burn around 22 to 25 gph and cruse at from 175 to 185
> > mph. The plane will land short and get out of a short field.
> > I regularly go in out of a 2600 foot grass field. The cockpit
> > is roomy and I had one large passenger say, it was the only
> > plane he had been in that he was comfortable. Some one else
> > stated that women could get in and still be a lady. I have
> > often wanted the larger engines but from a practical stand
> > point for my needs the plane does all I need. Any thing I can
> > help you with let me know. I guess you figured out I love my
> > plane. Jim Addington N444BD
> >
> > -----Original Message-----
> > From: owner-commander-list-server(at)matronics.com
> > [mailto:owner-commander-list-server(at)matronics.com]On Behalf
> > Of Alan Kucheck
> > To: 'commander-list(at)matronics.com'
> > Subject: Commander-List: New to group; Looking for first Commander
> >
> >
> >
> >
> > All:
> >
> > I have been lurking for a while now, having joined TCFG a
> > couple of months ago. I am looking for my first Twin
> > Commander and I have to say, this group has been a real
> > education. I have begun to feel that I know a few of you
> > already; at least your email personas. ;>)
> >
> > I currently fly a 1964 Beech Debonair. I am still trying to
> > figure out how to convince my wife that it is really
> > essential to have TWO airplanes. I'm instrument rated and
> > current, a low-time guy [about 400 hours], just about to get
> > my multi. Without wanting to get into the whole "geared vs.
> > direct" war [I am open to either], I would be interested in
> > any thoughts about getting into one's first Commander:
> > particular things to watch out for, etc. Clearly a good
> > pre-buy is essential.
> >
> > I have been watching the ads, talking to a few owners. There
> > does not appear to be a lot of turnover right now - an
> > occasional 500A, always a few B models [though some very high
> > time] and a handful of Shrikes. The latter are clearly
> > outside my budget. The B's seem to command higher prices [I
> > suppose that Colemill-converted A's, with HP in the same
> > league as that of the Bs command the same prices]. In fact,
> > I have seen one B model [with ~13,000 hours TT] advertised
> > for exactly the same price an A that had 10,000 hours fewer TTAF.
> >
> > My interest has been piqued recently by a particular 500A.
> > So to you "A" drivers out there:
> >
> > * Are you happy with your decision? Or do you have
> > "B envy", and
> > are just biding your time until you can get into a B, S, or
> > maybe something geared?
> >
> > * Can you tell me what you typically cruise at and
> > what the fuel
> > burn is? My missions don't typically involve high
> > density-altitude departures; I will not be at max gross most
> > of the time. I love speed as much as the next guy but also
> > appreciate fuel economy when it can be had without
> > compromising safety.
> >
> > * Going into SNA I am forever being asked to "keep my
> > speed up" til
> > the FAF and the relatively high max gear extension speed of
> > the Deb [143Kts] helps quite a bit. Can you confirm max gear
> > extension speed on the 500A is 156Kts?
> >
> > * Is the fact that there are so few "original" 500A's
> > out there
> > starting to cause any parts availability problems?
> >
> > My intent is to first acquire the right airplane and then 2
> > or 3 partners. I am based in Orange County, CA [the Debonair
> > is hangared at SNA], so if there are potential partners out
> > there, let's talk.
> >
> > thanks,
> >
> >
> > Alan
> >
> >
> >
> >
> >
> > All:
> >
> >
> > I have been lurking for a while now,
> > having joined TCFG a couple of months ago. I am looking for
> > my first Twin Commander and I have to say, this group has
> > been a real education. I have begun to feel that I know a few
> > of you already; at least your email personas. ;)
> >
> >
> > I currently fly a 1964 Beech Debonair. I
> > am still trying to figure out how to convince my wife that it
> > is really essential to have TWO airplanes. I'm instrument
> > rated and current, a low-time guy [about 400 hours], just
> > about to get my multi. Without wanting to get into the whole
> > "geared vs. direct" war [I am open to either], I would be
> > interested in any thoughts about getting into one's first
> > Commander: particular things to watch out for, etc. Clearly a
> > good pre-buy is essential.
> >
> >
> > I have been watching the ads, talking to a
> > few owners. There does not appear to be a lot of turnover
> > right now - an occasional 500A, always a few B models [though
> > some very high time] and a handful of Shrikes. The latter are
> > clearly outside my budget. The B's seem to command higher
> > prices [I suppose that Colemill-converted A's, with HP in the
> > same league as that of the Bs command the same prices]. In
> > fact, I have seen one B model [with ~13,000 hours TT]
> > advertised for exactly the same price an A that had 10,000
> > hours fewer TTAF.
> >
> >
> > My interest has been piqued recently by a
> > particular 500A. So to you "A" drivers out there:
> >
> >
> > > style='margin-left:.5in;text-indent:-.25in'> > face=Symbol> > style='font-size:10.0pt;font-family:Symbol'>* > face="Times New Roman"> Are you happy with your decision?
> > Or do you have "B envy", and are just biding your time until
> > you can get into a B, S, or maybe something geared?
> >
> >
> > > style='margin-left:.5in;text-indent:-.25in'> > face=Symbol> > style='font-size:10.0pt;font-family:Symbol'>* > face="Times New Roman"> Can you tell me what you typically
> > cruise at and what the fuel burn is? My missions don't
> > typically involve high density-altitude departures; I will
> > not be at max gross most of the time. I love speed as much as
> > the next guy but also appreciate fuel economy when it can be
> > had without compromising safety.
> >
> >
> > > style='margin-left:.5in;text-indent:-.25in'> > face=Symbol> > style='font-size:10.0pt;font-family:Symbol'>* > face="Times New Roman"> Going into SNA I am forever being
> > asked to "keep my speed up" til the FAF and the relatively
> > high max gear extension speed of the Deb [143Kts] helps quite
> > a bit. Can you confirm max gear extension speed on the 500A is 156Kts?
> >
> >
> > > style='margin-left:.5in;text-indent:-.25in'> > face=Symbol> > style='font-size:10.0pt;font-family:Symbol'>* > face="Times New Roman"> Is
> > the fact that there are so few "original" 500A's out there
> > starting to cause any parts availability problems?
> >
> >
> > My intent is to first acquire the right
> > airplane and then 2 or 3 partners. I am based in > style='font-size:10.0pt;font-family:Arial'>Orange
> > County > style='font-size:10.0pt;font-family:Arial'>, > size=2 face=Arial> > style='font-size:10.0pt;font-family:Arial'>CA > size=2 face=Arial> > style='font-size:10.0pt;font-family:Arial'> [the Debonair is
> > hangared at SNA], so if there are potential partners out
> > there, let's talk.
> >
> >
> > thanks,
> >
> >
> >
> >
> >
> > Alan
> >
> >
> >
> >
> >
> >
> >
> >
> > ==========
> > Matronics Forums.
> > ==========
> > List members.
> > ==========
> > ==========
> >
> >
> >
> >
>
>
>
>
>
> RE: Commander-List: New to group; Looking for first Commander
>
>
> Jim:
>
>
> Thanks for the hard numbers - very helpful. About what I would have
expected but nice to get confirmation by asking the man who owns one.
>
>
> I'm open to other models [everything doesn't come onto the market all at
once], but I think the A would work just fine for what I want.
>
>
> Alan
>
>
> -----Original Message-----
>
> From: Jim Addington [<A
HREF"mailto:jtaddington(at)charter.net">mailto:jtaddington(at)charter.net]
>
> Sent: Thursday, June 12, 2003 8:22 AM
>
> To: commander-list(at)matronics.com
>
> Subject: RE: Commander-List: New to group; Looking for first Commander
>
>
> -- Commander-List message posted by: Jim Addington
>
> -- jtaddington(at)charter.net
>
>
> Alan,
>
>
> I have a 500A that I bought April 1,1981 and have tried to
>
> trade it several times and the wised up that I had a better
>
> plane than I was looking at for my purposes. I have had up to
>
> five large people in mine and just reduced the fuel load to
>
> make up the difference. I still have the IO-470's (260 hp)and
>
> usually burn around 22 to 25 gph and cruse at from 175 to 185
>
> mph. The plane will land short and get out of a short field.
>
> I regularly go in out of a 2600 foot grass field. The cockpit
>
> is roomy and I had one large passenger say, it was the only
>
> plane he had been in that he was comfortable. Some one else
>
> stated that women could get in and still be a lady. I have
>
> often wanted the larger engines but from a practical stand
>
> point for my needs the plane does all I need. Any thing I can
>
> help you with let me know. I guess you figured out I love my
>
> plane. Jim Addington N444BD
>
>
> -----Original Message-----
>
> From: owner-commander-list-server(at)matronics.com
>
> [mailto:owner-commande
r-list-server(at)matronics.com]On Behalf
>
> Of Alan Kucheck
>
> To: 'commander-list(at)matronics.com'
>
> Subject: Commander-List: New to group; Looking for first Commander
>
>
> -- Commander-List message posted by: Alan Kucheck
>
> Alan.Kucheck(at)borland.com
>
>
> All:
>
>
> I have been lurking for a while now, having joined TCFG a
>
> couple of months ago. I am looking for my first Twin
>
> Commander and I have to say, this group has been a real
>
> education. I have begun to feel that I know a few of you
>
> already; at least your email personas. ;)
>
>
> I currently fly a 1964 Beech Debonair. I am still trying to
>
> figure out how to convince my wife that it is really
>
> essential to have TWO airplanes. I'm instrument rated and
>
> current, a low-time guy [about 400 hours], just about to get
>
> my multi. Without wanting to get into the whole geared vs.
>
> direct war [I am open to either], I would be interested in
>
> any thoughts about getting into one's first Commander:
>
> particular things to watch out for, etc. Clearly a good
>
> pre-buy is essential.
>
>
> I have been watching the ads, talking to a few owners. There
>
> does not appear to be a lot of turnover right now - an
>
> occasional 500A, always a few B models [though some very high
>
> time] and a handful of Shrikes. The latter are clearly
>
> outside my budget. The B's seem to command higher prices [I
>
> suppose that Colemill-converted A's, with HP in the same
>
> league as that of the Bs command the same prices]. In fact,
>
> I have seen one B model [with ~13,000 hours TT] advertised
>
> for exactly the same price an A that had 10,000 hours fewer TTAF.
>
>
> My interest has been piqued recently by a particular 500A.
>
> So to you A drivers out there:
>
>
> * Are you happy with your decision? Or do you have
>
> B envy, and
>
> are just biding your time until you can get into a B, S, or
>
> maybe something geared?
>
>
> * Can you tell me what you typically cruise at and
>
> what the fuel
>
> burn is? My missions don't typically involve high
>
> density-altitude departures; I will not be at max gross most
>
> of the time. I love speed as much as the next guy but also
>
> appreciate fuel economy when it can be had without
>
> compromising safety.
>
>
> * Going into SNA I am forever being asked to keep my
>
> speed up til
>
> the FAF and the relatively high max gear extension speed of
>
> the Deb [143Kts] helps quite a bit. Can you confirm max gear
>
> extension speed on the 500A is 156Kts?
>
>
> * Is the fact that there are so few original 500A's
>
> out there
>
> starting to cause any parts availability problems?
>
>
> My intent is to first acquire the right airplane and then 2
>
> or 3 partners. I am based in Orange County, CA [the Debonair
>
> is hangared at SNA], so if there are potential partners out
>
> there, let's talk.
>
>
> thanks,
>
>
> Alan
>
>
> style
>
> !--
>
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> span style'font-size:10.0pt;
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> font-family:Arial'All:
>
>
> span style'font-size:10.0pt;
>
> font-family:Arial'I have been lurking for a while now,
>
> having joined TCFG a couple of months ago. I am looking for
>
> my first Twin Commander and I have to say, this group has
>
> been a real education. I have begun to feel that I know a few
>
> of you already; at least your email personas. ;)
>
>
> span style'font-size:10.0pt;
>
> font-family:Arial'I currently fly a 1964 Beech Debonair. I
>
> am still trying to figure out how to convince my wife that it
>
> is really essential to have TWO airplanes. I'm instrument
>
> rated and current, a low-time guy [about 400 hours], just
>
> about to get my multi. Without wanting to get into the whole
>
> geared vs. direct war [I am open to either], I would be
>
> interested in any thoughts about getting into one's first
>
> Commander: particular things to watch out for, etc. Clearly a
>
> good pre-buy is essential.
>
>
> span style'font-size:10.0pt;
>
> font-family:Arial'I have been watching the ads, talking to a
>
> few owners. There does not appear to be a lot of turnover
>
> right now - an occasional 500A, always a few B models [though
>
> some very high time] and a handful of Shrikes. The latter are
>
> clearly outside my budget. The B's seem to command higher
>
> prices [I suppose that Colemill-converted A's, with HP in the
>
> same league as that of the Bs command the same prices]. In
>
> fact, I have seen one B model [with ~13,000 hours TT]
>
> advertised for exactly the same price an A that had 10,000
>
> hours fewer TTAF.
>
>
> span style'font-size:10.0pt;
>
> font-family:Arial'My interest has been piqued recently by a
>
> particular 500A. So to you A drivers out there:
>
>
> p classMsoNormal
>
> style'margin-left:.5in;text-indent:-.25in'font size2
>
> faceSymbolspan
>
> style'font-size:10.0pt;font-family:Symbol'*font size1
>
> faceTimes New Romanspan style'font:7.0pt Times New
>
> Roman' span style'font-size:
>
> 10.0pt;font-family:Arial'Are you happy with your decision?
>
> Or do you have B envy, and are just biding your time until
>
> you can get into a B, S, or maybe something geared?
>
>
> p classMsoNormal
>
> style'margin-left:.5in;text-indent:-.25in'font size2
>
> faceSymbolspan
>
> style'font-size:10.0pt;font-family:Symbol'*font size1
>
> faceTimes New Romanspan style'font:7.0pt Times New
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> Roman' span style'font-size:
>
> 10.0pt;font-family:Arial'Can you tell me what you typically
>
> cruise at and what the fuel burn is? My missions don't
>
> typically involve high density-altitude departures; I will
>
> not be at max gross most of the time. I love speed as much as
>
> the next guy but also appreciate fuel economy when it can be
>
> had without compromising safety.
>
>
> p classMsoNormal
>
> style'margin-left:.5in;text-indent:-.25in'font size2
>
> faceSymbolspan
>
> style'font-size:10.0pt;font-family:Symbol'*font size1
>
> faceTimes New Romanspan style'font:7.0pt Times New
>
> Roman' span style'font-size:
>
> 10.0pt;font-family:Arial'Going into SNA I am forever being
>
> asked to keep my speed up til the FAF and the relatively
>
> high max gear extension speed of the Deb [143Kts] helps quite
>
> a bit. Can you confirm max gear extension speed on the 500A is 156Kts?
>
>
> p classMsoNormal
>
> style'margin-left:.5in;text-indent:-.25in'font size2
>
> faceSymbolspan
>
> style'font-size:10.0pt;font-family:Symbol'*font size1
>
> faceTimes New Romanspan style'font:7.0pt Times New
>
> Roman' span style'font-size: 10.0pt;font-family:Arial'Is
>
> the fact that there are so few original 500A's out there
>
> starting to cause any parts availability problems?
>
>
> span style'font-size:10.0pt;
>
> font-family:Arial'My intent is to first acquire the right
>
> airplane and then 2 or 3 partners. I am based in span
>
> style'font-size:10.0pt;font-family:Arial'Orange
>
> Countyfont size2 faceArialspan
>
> style'font-size:10.0pt;font-family:Arial', font
>
> size2 faceArialspan
>
> style'font-size:10.0pt;font-family:Arial'CAfont
>
> size2 faceArialspan
>
> style'font-size:10.0pt;font-family:Arial' [the Debonair is
>
> hangared at SNA], so if there are potential partners out
>
> there, let's talk.
>
>
> span style'font-size:10.0pt;
>
> font-family:Arial'thanks,
>
>
> span style'font-size:10.0pt;
>
> font-family:Arial'
>
>
> span style'font-size:10.0pt;
>
> font-family:Arial'Alan
>
>
> span style'font-size:
>
> 12.0pt'
>
>
> span style'font-size:10.0pt;
>
> font-family:Arial'
>
>
> Matronics Forums.
>
>
> List members.
>
>
________________________________________________________________________________
| From: | CloudCraft(at)aol.com |
| Subject: | Re: New to group; Looking for first Commander |
In a message dated 06/15/03 10:09:37 Pacific Daylight Time,
bowing74(at)earthlink.net writes:
> I like the comparison made here to another fine American product of years
> gone by. PACKARD.
>
Jeeeeezzzz Bilbo, you're really old. I've always thought of Commanders in
terms of the '57 Chevy.
Wing Commander Gordon
________________________________________________________________________________
| From: | "Craig Lundborg" <dltafolk(at)inreach.com> |
| Subject: | Re: New to group; Looking for first Commander |
My grandparents told me about Packards!
Craig
----- Original Message -----
From: <CloudCraft(at)aol.com>
Subject: Re: Commander-List: New to group; Looking for first Commander
>
> In a message dated 06/15/03 10:09:37 Pacific Daylight Time,
> bowing74(at)earthlink.net writes:
>
>
> > I like the comparison made here to another fine American product of
years
> > gone by. PACKARD.
> >
>
> Jeeeeezzzz Bilbo, you're really old. I've always thought of Commanders in
> terms of the '57 Chevy.
>
> Wing Commander Gordon
>
>
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | New to group; Looking for first Commander |
I have to agree because I really like the wing also. The plane lands and
takes off in a short field, it likes high altitude, stalls like a cub, plus
it just looks good. It looks a lot like the P-38 wing and of course the A-20
and A-26. I agree that for a private plane it does any thing I need.
Jim
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill
Hamilton
Subject: RE: Commander-List: New to group; Looking for first Commander
Jim,
I guess that's the penalty of that lovely high aspect ration, minimum
induced drag wing.
As for TCM versus Lycoming, take your pick, they all have their problems,
they all like being well looked after and no engine likes hamfisted
handling.
I would love a few more horsepower in my 500A, then I look at the 22gph in
cruise and think, I would rather ( for a purely private aircraft) I would
rather spend the money on more flying, rather than more horsepower.
Cheers all,
Bill Hamilton.
>
>
>I have to agree with the head room and leg room. I am 5'10" and have to
>slide down about two inches to get full rudder through. The systems are
>about as simple as you can get. They are either on or off. If you lose and
>engine you don't have to think about fuel transfer it is automatic as there
>is basicly one tank. The biggest draw back I have is finding a hangar to
put
>it in. I have had to move several times due to the hangars being sold.
>
>Jim
>
>-----Original Message-----
>From: owner-commander-list-server(at)matronics.com
>[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
>CloudCraft(at)aol.com
>To: commander-list(at)matronics.com
>Subject: Re: Commander-List: New to group; Looking for first Commander
>
>
>In a message dated 06/12/03 12:13:33 Pacific Daylight Time,
>Alan.Kucheck(at)borland.com writes:
>
>
> > Besides, it is so hard
> > to build that multi time when you are going so fast...
> >
>
>Good point!
>
>I had a client about the same dimensions that you have and he went
Commander
>for the same reason -- 500-A Colemill, in fact.
>
>The harsh truth about the 520 sized Continentals is that they crack.
>Continental knows they crack and allows a certain amount of it. (We're
>talking cases
>here, not cylinders)
>
>Most of the "light case" IO-520s are gone, replaced with the heavy cases,
>but
>the client I mentioned had to do an engine replacement on his Commander.
>(1993)
>
>When you buy and then train in your Commander you'll not only get Max
>Headroom and higher useful load, but superior systems as well. But you
>won't really
>appreciate that until you start flying a Commander.
>
>Enough enticement. Start shopping.
>
>Wing Commander Gordon
>
>
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
| Subject: | Re: New to group; Looking for first Commander |
No, Commanders were Studebakers!
----- Original Message -----
From: <CloudCraft(at)aol.com>
Subject: Re: Commander-List: New to group; Looking for first Commander
>
> In a message dated 06/15/03 10:09:37 Pacific Daylight Time,
> bowing74(at)earthlink.net writes:
>
>
> > I like the comparison made here to another fine American product of
years
> > gone by. PACKARD.
> >
>
> Jeeeeezzzz Bilbo, you're really old. I've always thought of Commanders in
> terms of the '57 Chevy.
>
> Wing Commander Gordon
>
>
________________________________________________________________________________
| From: | CloudCraft(at)aol.com |
| Subject: | Commanders as Automobiles |
In a message dated 06/15/03 17:19:51 Pacific Daylight Time, cgalley(at)qcbc.org
writes:
> No, Commanders were Studebakers!
That's true, isn't it, Cy?
About a year or more ago a thread ran on the first generation TCFG email net
about the Studebaker Commander logo and whether it was -- or at least
influenced -- the Aero Commander logo.
I wrote to the Studebaker museum but never got a response.
Wing Commander Gordon
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | Commanders as Automobiles |
I guess that tells how some people think of their plane. I thought it was
more like a Rolls Royce.
Jim Addington
N444BD
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
CloudCraft(at)aol.com
Subject: Commander-List: Commanders as Automobiles
In a message dated 06/15/03 17:19:51 Pacific Daylight Time, cgalley(at)qcbc.org
writes:
> No, Commanders were Studebakers!
That's true, isn't it, Cy?
About a year or more ago a thread ran on the first generation TCFG email net
about the Studebaker Commander logo and whether it was -- or at least
influenced -- the Aero Commander logo.
I wrote to the Studebaker museum but never got a response.
Wing Commander Gordon
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
During the process of overhauling my offending engine. The subject of hoses
surfaced. Some are like new and others are not. There is one large hose,
that goes from the firewall sump(oops I said that "s" word) to the engine.
It was covered with that orange fire protective coating. I removed the hose
because it seemed to be a little stiff. I was able to break off, the end of
the hose by the engine, by hand. I suspect it was original equipment.
I guess my point is, the orange fire protective sleeve does not degrade like
the hose. The orange stuff looked good while the hose underneath was "lying
in wait" for me.
Just food for thought.
bilbo
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Commanders as Automobiles |
If it was a RR it might have wound up with a Lucas(The Prince of Darkness)
electrical system. That would have been scary.
bilbo
----- Original Message -----
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: RE: Commander-List: Commanders as Automobiles
>
> I guess that tells how some people think of their plane. I thought it was
> more like a Rolls Royce.
>
> Jim Addington
> N444BD
>
> -----Original Message-----
> From: owner-commander-list-server(at)matronics.com
> [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
> CloudCraft(at)aol.com
> To: commander-list(at)matronics.com
> Subject: Commander-List: Commanders as Automobiles
>
>
> In a message dated 06/15/03 17:19:51 Pacific Daylight Time,
cgalley(at)qcbc.org
> writes:
>
>
> > No, Commanders were Studebakers!
>
> That's true, isn't it, Cy?
>
> About a year or more ago a thread ran on the first generation TCFG email
net
> about the Studebaker Commander logo and whether it was -- or at least
> influenced -- the Aero Commander logo.
>
> I wrote to the Studebaker museum but never got a response.
>
> Wing Commander Gordon
>
>
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | Commanders as Automobiles |
That would be bad.
Jim A
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill Bow
Subject: Re: Commander-List: Commanders as Automobiles
If it was a RR it might have wound up with a Lucas(The Prince of Darkness)
electrical system. That would have been scary.
bilbo
----- Original Message -----
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: RE: Commander-List: Commanders as Automobiles
>
> I guess that tells how some people think of their plane. I thought it was
> more like a Rolls Royce.
>
> Jim Addington
> N444BD
>
> -----Original Message-----
> From: owner-commander-list-server(at)matronics.com
> [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
> CloudCraft(at)aol.com
> To: commander-list(at)matronics.com
> Subject: Commander-List: Commanders as Automobiles
>
>
> In a message dated 06/15/03 17:19:51 Pacific Daylight Time,
cgalley(at)qcbc.org
> writes:
>
>
> > No, Commanders were Studebakers!
>
> That's true, isn't it, Cy?
>
> About a year or more ago a thread ran on the first generation TCFG email
net
> about the Studebaker Commander logo and whether it was -- or at least
> influenced -- the Aero Commander logo.
>
> I wrote to the Studebaker museum but never got a response.
>
> Wing Commander Gordon
>
>
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
All,
Hose life is a very vexed subject.
Many "later" aircraft nominate a life for hoses ( rubber), in the case of
some turbo Pipers, three years. Until about 4 years ago, there was an
Australian AD that required replacement of all hoses at 5 or 6 years, this
was rescinded, and it is now MM or if there is no MM figure, up to the
A&P/Owner.
Any rubber hose in a high temp area will deteriorate quite quickly, the
question of judgement comes in ( if hose life is not mandated in the MM)
with low usage airframes. Here there is the balance of deterioration by
time alone, plus the effects of operations.
My general choice, particularly for critical hoses, is the substitute
teflon lined hoses, unlimited life, so periodic replacement is no longer an
issue. While the cost is greater, I believe the end result justifies the cost.
If you do use teflon hose, be very careful about abrasion and damage caused
by the stainless steel wire braid, where you haven't fire sleeved such a
hose, use the style that has an anti abrasion outer layer, and still make
certain all the hoses are secure.
On the 500 A I found one fuel injection line form the spider to an injector
80% rubbed through, ie: The wall thickness of the tube reduced by 80%,
because the ( then rubber) hose from the FCU was not properly secured.There
is a 100 hour inspection SB of all injector line called up by TCM for all
their injected engines.
Be really conservative, hoses are not expensive, but a blown hose can be
very expensive.
Regards,
Bill Hamilton
>
>During the process of overhauling my offending engine. The subject of hoses
>surfaced. Some are like new and others are not. There is one large hose,
>that goes from the firewall sump(oops I said that "s" word) to the engine.
>It was covered with that orange fire protective coating. I removed the hose
>because it seemed to be a little stiff. I was able to break off, the end of
>the hose by the engine, by hand. I suspect it was original equipment.
>
>I guess my point is, the orange fire protective sleeve does not degrade like
>the hose. The orange stuff looked good while the hose underneath was "lying
>in wait" for me.
>
>Just food for thought.
>
>bilbo
>
>
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
| Subject: | Re: New to group; Looking for first Commander |
All,
Packard certainly did as good job on re engineering the Merlin to vastly
improve it's reliability, compared to the early Marks built by Rolls Royce.
The Packard Merlin was far more than just a Merlin built under license.
Cheers,
Bill Hamilton.
>
>My grandparents told me about Packards!
> Craig
>----- Original Message -----
>From: <CloudCraft(at)aol.com>
>To:
>Subject: Re: Commander-List: New to group; Looking for first Commander
>
>
> >
> > In a message dated 06/15/03 10:09:37 Pacific Daylight Time,
> > bowing74(at)earthlink.net writes:
> >
> >
> > > I like the comparison made here to another fine American product of
>years
> > > gone by. PACKARD.
> > >
> >
> > Jeeeeezzzz Bilbo, you're really old. I've always thought of Commanders in
> > terms of the '57 Chevy.
> >
> > Wing Commander Gordon
> >
> >
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
I have sent six of the more important hoses to Precision Hose Technology. I
am having them made out of the Teflon.
bilbo
----- Original Message -----
From: "Bill Hamilton" <fighterf(at)ozemail.com.au>
Subject: Re: Commander-List: hose job
>
> All,
> Hose life is a very vexed subject.
>
> Many "later" aircraft nominate a life for hoses ( rubber), in the case of
> some turbo Pipers, three years. Until about 4 years ago, there was an
> Australian AD that required replacement of all hoses at 5 or 6 years, this
> was rescinded, and it is now MM or if there is no MM figure, up to the
> A&P/Owner.
>
> Any rubber hose in a high temp area will deteriorate quite quickly, the
> question of judgement comes in ( if hose life is not mandated in the MM)
> with low usage airframes. Here there is the balance of deterioration by
> time alone, plus the effects of operations.
>
> My general choice, particularly for critical hoses, is the substitute
> teflon lined hoses, unlimited life, so periodic replacement is no longer
an
> issue. While the cost is greater, I believe the end result justifies the
cost.
>
> If you do use teflon hose, be very careful about abrasion and damage
caused
> by the stainless steel wire braid, where you haven't fire sleeved such a
> hose, use the style that has an anti abrasion outer layer, and still make
> certain all the hoses are secure.
>
> On the 500 A I found one fuel injection line form the spider to an
injector
> 80% rubbed through, ie: The wall thickness of the tube reduced by 80%,
> because the ( then rubber) hose from the FCU was not properly
secured.There
> is a 100 hour inspection SB of all injector line called up by TCM for all
> their injected engines.
>
> Be really conservative, hoses are not expensive, but a blown hose can be
> very expensive.
>
> Regards,
> Bill Hamilton
>
>
> >
> >During the process of overhauling my offending engine. The subject of
hoses
> >surfaced. Some are like new and others are not. There is one large
hose,
> >that goes from the firewall sump(oops I said that "s" word) to the
engine.
> >It was covered with that orange fire protective coating. I removed the
hose
> >because it seemed to be a little stiff. I was able to break off, the end
of
> >the hose by the engine, by hand. I suspect it was original equipment.
> >
> >I guess my point is, the orange fire protective sleeve does not degrade
like
> >the hose. The orange stuff looked good while the hose underneath was
"lying
> >in wait" for me.
> >
> >Just food for thought.
> >
> >bilbo
> >
> >
>
>
________________________________________________________________________________
| From: | myersf(at)attbi.com |
Hi All,
I know this is probably inappropriate for this list but I need some help from
our European Members. This is the only list I know of that has that much reach.
I bought a Swedish Air Force Scottish Aviation Bulldog last January. It is
equipped with a single Becker COM and a Single Becker NAV. I don't know if you
guys have worked with Becker, but this 30 year old COM kicks some SERIOUS butt
on transmision quality. If I could only afford new Beckers I'd be set.
The NAV is the issue. It works perfectly except it doesn't have a Glideslope
and I can't add one to it. It was built with or without GS internally. I can't
seem to justify to my wife that I should rent an aircraft now that I own a good
one.
So does anybody on the list know of a used BECKER nav with glideslope and
Indictator for sale somewhere in the world?
Let me know off list or on,
Fran Myers
myersf(at)attbi.com
________________________________________________________________________________
| From: | "Nico van Niekerk" <nico(at)cybersuperstore.com> |
| Subject: | Stolen Boeing 727 |
Got this from an African news service. FYI.
Thanks
Nico
Washington - The United States and several African nations are busy looking
for a Boeing 727 passenger jet stolen in Angola last month, fearing it could
fall into terrorist hands, The Washington Post said on Wednesday.
The Central Intelligence Agency and the state department have joined in the
continent-wide search for the aircraft US authorities said was likely stolen
from the airport in the capital Luanda as part of a business dispute or
financial scam.
A less likely, but far more chilling scenario, is that the plane was either
stolen by terrorists or could end up in their hands for a possible September
11-type attack somewhere in Africa, US officials told the daily.
The 28-year-old jetliner was stolen from under the noses of Luanda airport's
control tower on May 25 and has not been sighted since. It had been parked
at the airport for 14 months.
US spy satellites have taken pictures of remote airstrips throughout Africa,
including those at a half-fuel-tank's distance from Luanda's "4 de
Fevereiro" airport. US diplomats have travelled across Africa seeking the
aircraft.
"I haven't come across this before in 22 years in this business," said Chris
Yates, a civil aviation security analyst for the private Jane's Aviation
service.
"It is not a stretch to think this plane could end up in the hands of
terrorists. A number of companies involved in gun running 'other crimes' in
Africa have indirect ties to various terrorist groups," he added.
Flown by American Airlines for decades, the 47m 90 700kg jetliner was later
owned, leased or subleased by a number of people and companies, with the
Miami-based Aerospace Sales and Leasing Co its current owner.
Angolan state radio said shortly after its disappearance that it had been
chartered by the Angolan airline Airangol but was grounded after being
banned from overflying Angolan territory on account of a series of
irregularities. - Sapa-AFP
________________________________________________________________________________
| From: | "Nico van Niekerk" <nico(at)cybersuperstore.com> |
| Subject: | Re: Becker Radios |
You may want to check out the following site:
http://www.avionix.com/nav.html
Nico
----- Original Message -----
From: <myersf(at)attbi.com>
Subject: Commander-List: Becker Radios
>
> Hi All,
> I know this is probably inappropriate for this list but I need some help
from
> our European Members. This is the only list I know of that has that much
reach.
>
> I bought a Swedish Air Force Scottish Aviation Bulldog last January. It is
> equipped with a single Becker COM and a Single Becker NAV. I don't know if
you
> guys have worked with Becker, but this 30 year old COM kicks some SERIOUS
butt
> on transmision quality. If I could only afford new Beckers I'd be set.
>
> The NAV is the issue. It works perfectly except it doesn't have a
Glideslope
> and I can't add one to it. It was built with or without GS internally. I
can't
> seem to justify to my wife that I should rent an aircraft now that I own a
good
> one.
>
> So does anybody on the list know of a used BECKER nav with glideslope and
> Indictator for sale somewhere in the world?
>
> Let me know off list or on,
>
> Fran Myers
> myersf(at)attbi.com
>
>
________________________________________________________________________________
| From: | COMMANDER560(at)cs.com |
| Subject: | Re: Becker Radios |
________________________________________________________________________________
Fran:
Email the good folks at Becker:
Roland Becker
Baden Airpark
77836 Rheinmunster
Germany
Tel: +49-7229-305-0
becker@becker-avionics.de
Bill Williams
AirMatrix
17705 49th Place N.E., Hangar D (AWO)
Arlington, WA 98223-7898
tel: 360-435-7343
fax: 360-435-8193
billw@air-matrix.com
www.air-matrix.com
________________________________________________________________________________
| Subject: | Re: Stolen Boeing 727 |
There is a rumour that this 727 was repossessed, not stolen.
However, the concern over it's possible use, if stolen, is indeed a worrying
thought.
BC
----- Original Message -----
From: "Nico van Niekerk" <nico(at)cybersuperstore.com>
Subject: Commander-List: Stolen Boeing 727
|
| Got this from an African news service. FYI.
| Thanks
| Nico
|
|
| Washington - The United States and several African nations are busy looking
| for a Boeing 727 passenger jet stolen in Angola last month, fearing it could
| fall into terrorist hands, The Washington Post said on Wednesday.
|
| The Central Intelligence Agency and the state department have joined in the
| continent-wide search for the aircraft US authorities said was likely stolen
| from the airport in the capital Luanda as part of a business dispute or
| financial scam.
|
| A less likely, but far more chilling scenario, is that the plane was either
| stolen by terrorists or could end up in their hands for a possible September
| 11-type attack somewhere in Africa, US officials told the daily.
|
| The 28-year-old jetliner was stolen from under the noses of Luanda airport's
| control tower on May 25 and has not been sighted since. It had been parked
| at the airport for 14 months.
|
| US spy satellites have taken pictures of remote airstrips throughout Africa,
| including those at a half-fuel-tank's distance from Luanda's "4 de
| Fevereiro" airport. US diplomats have travelled across Africa seeking the
| aircraft.
|
| "I haven't come across this before in 22 years in this business," said Chris
| Yates, a civil aviation security analyst for the private Jane's Aviation
| service.
|
| "It is not a stretch to think this plane could end up in the hands of
| terrorists. A number of companies involved in gun running 'other crimes' in
| Africa have indirect ties to various terrorist groups," he added.
|
| Flown by American Airlines for decades, the 47m 90 700kg jetliner was later
| owned, leased or subleased by a number of people and companies, with the
| Miami-based Aerospace Sales and Leasing Co its current owner.
|
| Angolan state radio said shortly after its disappearance that it had been
| chartered by the Angolan airline Airangol but was grounded after being
| banned from overflying Angolan territory on account of a series of
| irregularities. - Sapa-AFP
|
|
|
|
|
|
|
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
| Subject: | Re: Becker Radios |
Fran,
Sign yourself up with https://secure.partslogistics.com/login.php?domain,
it's free, and then just follow the instructions, it's a short and shallow
learning curve, if it's around this will give you about a 90% chance of
finding it.
Cheers,
Bill Hamilton.
>
>Hi All,
>I know this is probably inappropriate for this list but I need some help from
>our European Members. This is the only list I know of that has that much
>reach.
>
>I bought a Swedish Air Force Scottish Aviation Bulldog last January. It is
>equipped with a single Becker COM and a Single Becker NAV. I don't know if
>you
>guys have worked with Becker, but this 30 year old COM kicks some SERIOUS
>butt
>on transmision quality. If I could only afford new Beckers I'd be set.
>
>The NAV is the issue. It works perfectly except it doesn't have a Glideslope
>and I can't add one to it. It was built with or without GS internally. I
>can't
>seem to justify to my wife that I should rent an aircraft now that I own a
>good
>one.
>
>So does anybody on the list know of a used BECKER nav with glideslope and
>Indictator for sale somewhere in the world?
>
>Let me know off list or on,
>
>Fran Myers
>myersf(at)attbi.com
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Becker Radios |
What is this web site?
bilbo
> Fran,
> Sign yourself up with https://secure.partslogistics.com/login.php?domain,
> it's free, and then just follow the instructions, it's a short and shallow
> learning curve, if it's around this will give you about a 90% chance of
> finding it.
> Cheers,
> Bill Hamilton.
>
>
> >
> >Hi All,
> >I know this is probably inappropriate for this list but I need some help
from
> >our European Members. This is the only list I know of that has that much
> >reach.
> >
> >I bought a Swedish Air Force Scottish Aviation Bulldog last January. It
is
> >equipped with a single Becker COM and a Single Becker NAV. I don't know
if
> >you
> >guys have worked with Becker, but this 30 year old COM kicks some SERIOUS
> >butt
> >on transmision quality. If I could only afford new Beckers I'd be set.
> >
> >The NAV is the issue. It works perfectly except it doesn't have a
Glideslope
> >and I can't add one to it. It was built with or without GS internally. I
> >can't
> >seem to justify to my wife that I should rent an aircraft now that I own
a
> >good
> >one.
> >
> >So does anybody on the list know of a used BECKER nav with glideslope and
> >Indictator for sale somewhere in the world?
> >
> >Let me know off list or on,
> >
> >Fran Myers
> >myersf(at)attbi.com
> >
> >
>
>
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
| Subject: | Re: Becker Radios |
Bilbo,
Parts Logistics is a US based organisation, but the parts and components
listed are world wide.
The basic service is free, if you want the advanced services, there are
subscriptions, just as ILS ( Inventory Locator Service) works.
Here in Australia I have found Parts Logistics very very useful for a small
organisation, ILS subs start at about US$800 PA.
Re. Becker, it's good stuff, but not cheap, nothing in Europe is cheap.
If I was looking for good used nav equipment, for a Bulldog, I would be
looking at something like the Collins VIR30A, ensuring that the p/n I was
looking for was the one with LOC/GS/Marker all in the one box. And it is
all small and light enough to hide behind the seats.You should be able to
find them for less than $1000 with mounting hardware and plugs, probably
less than $200 for a control head, re. service and parts they are still
well supported. Avionics shops with Becker technical documentation will not
be thick on the ground.
A good friend of mine in Australia is the Au/NZ Becker agent, sales here
have been very slow, compared to the "traditional" US manufacturers, sadly
that is not going to change any time soon. With a minimal installed base,
there is little incentive for independent avionics shops to purchase
expensive "approved data". I rather suspect the same is true in US.
Regards,
Bill Hamilton.
>
>What is this web site?
>
>bilbo
> > Fran,
> > Sign yourself up with https://secure.partslogistics.com/login.php?domain,
> > it's free, and then just follow the instructions, it's a short and shallow
> > learning curve, if it's around this will give you about a 90% chance of
> > finding it.
> > Cheers,
> > Bill Hamilton.
> >
> >
> > >
> > >Hi All,
> > >I know this is probably inappropriate for this list but I need some help
>from
> > >our European Members. This is the only list I know of that has that much
> > >reach.
> > >
> > >I bought a Swedish Air Force Scottish Aviation Bulldog last January. It
>is
> > >equipped with a single Becker COM and a Single Becker NAV. I don't know
>if
> > >you
> > >guys have worked with Becker, but this 30 year old COM kicks some SERIOUS
> > >butt
> > >on transmision quality. If I could only afford new Beckers I'd be set.
> > >
> > >The NAV is the issue. It works perfectly except it doesn't have a
>Glideslope
> > >and I can't add one to it. It was built with or without GS internally. I
> > >can't
> > >seem to justify to my wife that I should rent an aircraft now that I own
>a
> > >good
> > >one.
> > >
> > >So does anybody on the list know of a used BECKER nav with glideslope and
> > >Indictator for sale somewhere in the world?
> > >
> > >Let me know off list or on,
> > >
> > >Fran Myers
> > >myersf(at)attbi.com
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "John Williams" <keyscrusing(at)earthlink.net> |
| Subject: | In search of--------- |
Morning Guys,
Does anyone have Milts new email address?
Thanks,
John Williams
keyscrusing(at)earthlink.net
Why Wait? Move to EarthLink.
________________________________________________________________________________
| From: | andrew.bridget(at)shaw.ca |
| Subject: | Boeing 727 missing from Angola |
In a follow-up to Nico's message a while ago, I picked this up from www.iol.co.za - an online newspaper from South Africa...
The mystery of the Boeing 727 jet missing since it left Angola with extra fuel
tanks on May 25 deepened this weekend when the family of an American pilot said
they feared he had taken the plane and crashed.
The jet took off from Luanda airport where it had been standing for 14 months.
It hasn't been seen or heard from since. Speculation about what has happened to
it ranges from terrorism to fuel smuggling and theft and fears have been expressed
that it could have been stolen to be used in a September 11-type terror
attack in Africa.
This week, the family of 51-year-old Miami pilot Ben Padilla expressed fears that
he had flown it from Luanda airport without permission and had since crashed.
US authorities have named Padilla and John Mikel Mutantu in connection with
the Boeing's disappearance.
Padilla's brother Joseph earlier said he feared that after 14 months without service,
the Boeing's hydraulics might have failed in the air. He rejected any suggestion
that his brother might have been involved in terrorism or crime and
called him an American patriot.
It is not clear who owned the plane but Padilla's sister, Benita Padilla-Kirkland,
told a Florida newspaper that Padilla had been hired by a Miami firm to repossess
the plane after Angola Air failed to make payments on it. The Miami company
listed on aviation websites as the plane's owner, Aerospace Sales & Leasing
Co Inc, could not be reached for comment.
Padilla-Kirkland said the family suspected Padilla was flying the Boeing that took
off from Angola on May 25 and may have crashed somewhere in Africa. Padilla
is an aircraft mechanic and pilot who has flown cargo planes around the world
for two decades.
Padilla responded last month to an e-mail from a relative informing him that his
mother was in hospital after a heart attack. More than a month later, his mother
is recovering in Pensacola, but the family still hasn't heard from him.
"I know (he) would have called my mother," Padilla-Kirkland said. "His last e-mail
said he would call her when he could, and the fact that he has not called
her is the first clear sign that he's unable to because he has either crashed
or is being held against his will." - Sapa-AP
________________________________________________________________________________
| From: | "Nico van Niekerk" <nico(at)cybersuperstore.com> |
Folks,
I received this from Don. I guess it's out of my league.
Anybody care to take a wack at it?
Nico
Nico;
I have changed computer and lost most of my address including the TCFG
email address to ask a question. Maybe you can help me with this one. A
couple of days ago I went flying in my 560E when suddenly the left cylinder
head temp, pegged out, pulled the power back and babied it back home as the
oil temp and pressure as well as all other indications were normal. Once on
the ground the left eng. continued to be pegged out as the right eng.
originally at about 200 slowly cooled to 150 then down to 100. Well today
as soon as you put the Master switch on the left engine cyl. temp pegged
out, which confirmed my suspusion that it was an indicator problem. After
doing some electrical checking with a voltage/omnemeter comparing the good
cylinder temp. bulb to the inop one, we determined it was a faulty bulb.
The local avionic shop had one not quit identical but almost, could not find
a number. Long story, they new one will not get off of 0 C.
If you have an open, the guage pegs out, we have checked the cannon
plugs and put dielectric grease on the plug, my mechanic said it must be a
slightly different bulb and I should try and run down the original Lycoming
sending unit/bulb. Any ideas?
Thanks, Don
Lowell Girod
dongirod(at)earthlink.net
________________________________________________________________________________
| From: | "Bruce Campbell" <baruch(at)intelligentflight.com> |
| Subject: | Brake Pads for Goodyear brakes |
Well, my best source dried up.....
Anyone have a recommendation for a place to find pads for 2-piston goodyear brakes?
I did find some at KRN, $255/per pad......
Bruce Campbell
________________________________________________________________________________
| From: | Frits Abbing <fritsabbing(at)yahoo.com> |
| Subject: | Re: Brake Pads for Goodyear brakes |
Bruce,
Tell me the dimensions; inner circle/outer circle, how
thick and I'll have a look.
Frits Abbing
--- Bruce Campbell
wrote:
> Campbell"
>
> Well, my best source dried up.....
>
> Anyone have a recommendation for a place to find
> pads for 2-piston goodyear brakes?
>
> I did find some at KRN, $255/per pad......
>
>
> Bruce Campbell
>
>
>
> Contributions
> any other
> Forums.
>
> latest messages.
> List members.
>
> http://www.matronics.com/subscription
> http://www.matronics.com/FAQ/Commander-List.htm
>
Digests:http://www.matronics.com/digest/commander-list
> http://www.matronics.com/archives
> http://www.matronics.com/photoshare
> http://www.matronics.com/emaillists
>
>
>
>
>
__________________________________
________________________________________________________________________________
| From: | RnJThompson(at)aol.com |
| Subject: | Re: Brake Pads for Goodyear brakes |
Bruce,
DeHavilland Beaver brakes use the same diameter pads. The only difference is
that they have paralell sides and dont have the step and are slightly thicker.
Stick them in a lathe and apply the step and thin them down a little. I get
mine from the local beaver guru for about $15 each. As to the legality of it
ASK NO QUESTIONS , GET TOLD NO LIES.
Regards,
Richard
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Brake Pads for Goodyear brakes |
This is from an old post.
Or try Milford Air Parts, 800-327-7626 / 954-252-3438, Davie, FL. They sell
parts for Beech D-18, the brakes are the same. Al will probably charge you
$15 a piece.
bilbo
----- Original Message -----
From: <RnJThompson(at)aol.com>
Subject: Re: Commander-List: Brake Pads for Goodyear brakes
>
> Bruce,
>
> DeHavilland Beaver brakes use the same diameter pads. The only difference
is
> that they have paralell sides and dont have the step and are slightly
thicker.
> Stick them in a lathe and apply the step and thin them down a little. I
get
> mine from the local beaver guru for about $15 each. As to the legality of
it
> ASK NO QUESTIONS , GET TOLD NO LIES.
>
> Regards,
> Richard
>
>
________________________________________________________________________________
| From: | "Nico van Niekerk" <nico(at)cybersuperstore.com> |
| Subject: | Re: Brake Pads for Goodyear brakes |
Nico
Thanks for the info, unfortunately that isn't mine, but I have learned,
if it pegs out it is an open, or the bulb is shot. Unfortunately the
continuity on my bulb is also an open so the bulb (AN 5546-1) is bad. Am
getting prices and what a variety, from $135 to over 400, but still
checking. Slowly getting my email address back.
Thanks again, Don
Lowell Girod
dongirod(at)earthlink.net
----- Original Message -----
From: "Bill Bow" <bowing74(at)earthlink.net>
Subject: Re: Commander-List: Brake Pads for Goodyear brakes
>
> This is from an old post.
>
> Or try Milford Air Parts, 800-327-7626 / 954-252-3438, Davie, FL. They
sell
> parts for Beech D-18, the brakes are the same. Al will probably charge
you
> $15 a piece.
>
> bilbo
>
> ----- Original Message -----
> From: <RnJThompson(at)aol.com>
> To:
> Subject: Re: Commander-List: Brake Pads for Goodyear brakes
>
>
> >
> > Bruce,
> >
> > DeHavilland Beaver brakes use the same diameter pads. The only
difference
> is
> > that they have paralell sides and dont have the step and are slightly
> thicker.
> > Stick them in a lathe and apply the step and thin them down a little. I
> get
> > mine from the local beaver guru for about $15 each. As to the legality
of
> it
> > ASK NO QUESTIONS , GET TOLD NO LIES.
> >
> > Regards,
> > Richard
> >
> >
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
It has been very quiet lately, so I have a question.
If, when you have a hydraulic failure, the nose gear falls out. Why doesn't
Hoover's fall out when he shuts down both engines? I think I read in his
book that his plane had an additional accumulator. Was it plumbed in for
that purpose?
bilbo
________________________________________________________________________________
| From: | Stephen Crow <k4cpx(at)arrl.net> |
I heard he used a SAHPAASF System (supplimental adjascent high-pressure auxillary
secondary flow system), tapped off the left upper ventricle of his ventriculaing,
1200 psi rapidly beating heart. Steve C.
----- Original Message -----
From: Bill Bow
To: commanderlist
Sent: Wednesday, June 25, 2003 2:36 PM
Subject: Commander-List: nose gear
It has been very quiet lately, so I have a question.
If, when you have a hydraulic failure, the nose gear falls out. Why doesn't
Hoover's fall out when he shuts down both engines? I think I read in his
book that his plane had an additional accumulator. Was it plumbed in for
that purpose?
bilbo
________________________________________________________________________________
| From: | Stephen Crow <k4cpx(at)arrl.net> |
Bilbo: How's the MOH going? Steve C.
----- Original Message -----
From: Stephen Crow
To: commander-list(at)matronics.com
Sent: Wednesday, June 25, 2003 2:55 PM
Subject: Re: Commander-List: nose gear
I heard he used a SAHPAASF System (supplimental adjascent high-pressure auxillary
secondary flow system), tapped off the left upper ventricle of his ventriculaing,
1200 psi rapidly beating heart. Steve C.
----- Original Message -----
From: Bill Bow
To: commanderlist
Sent: Wednesday, June 25, 2003 2:36 PM
Subject: Commander-List: nose gear
It has been very quiet lately, so I have a question.
If, when you have a hydraulic failure, the nose gear falls out. Why doesn't
Hoover's fall out when he shuts down both engines? I think I read in his
book that his plane had an additional accumulator. Was it plumbed in for
that purpose?
bilbo
________________________________________________________________________________
| From: | "Tom Fisher" <tfisher(at)commandergroup.bc.ca> |
The electric hydraulic pump keep them, no?
Tom F.
----- Original Message -----
From: "Bill Bow" <bowing74(at)earthlink.net>
Subject: Commander-List: nose gear
>
> It has been very quiet lately, so I have a question.
>
> If, when you have a hydraulic failure, the nose gear falls out. Why
doesn't
> Hoover's fall out when he shuts down both engines? I think I read in his
> book that his plane had an additional accumulator. Was it plumbed in for
> that purpose?
>
> bilbo
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
I hope to pass along the exact results next week.
bilbo
----- Original Message -----
From: "Stephen Crow" <k4cpx(at)arrl.net>
Subject: Re: Commander-List: nose gear
>
> Bilbo: How's the MOH going? Steve C.
> ----- Original Message -----
> From: Stephen Crow
> To: commander-list(at)matronics.com
> Sent: Wednesday, June 25, 2003 2:55 PM
> Subject: Re: Commander-List: nose gear
>
>
> I heard he used a SAHPAASF System (supplimental adjascent high-pressure
auxillary secondary flow system), tapped off the left upper ventricle of his
ventriculaing, 1200 psi rapidly beating heart. Steve C.
> ----- Original Message -----
> From: Bill Bow
> To: commanderlist
> Sent: Wednesday, June 25, 2003 2:36 PM
> Subject: Commander-List: nose gear
>
>
>
> It has been very quiet lately, so I have a question.
>
> If, when you have a hydraulic failure, the nose gear falls out. Why
doesn't
> Hoover's fall out when he shuts down both engines? I think I read in
his
> book that his plane had an additional accumulator. Was it plumbed in
for
> that purpose?
>
> bilbo
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
I'm not sure his heart beat increased while doing the show.
bilbo
----- Original Message -----
From: "Stephen Crow" <k4cpx(at)arrl.net>
Subject: Re: Commander-List: nose gear
>
> I heard he used a SAHPAASF System (supplimental adjascent high-pressure
auxillary secondary flow system), tapped off the left upper ventricle of his
ventriculaing, 1200 psi rapidly beating heart. Steve C.
> ----- Original Message -----
> From: Bill Bow
> To: commanderlist
> Sent: Wednesday, June 25, 2003 2:36 PM
> Subject: Commander-List: nose gear
>
>
>
> It has been very quiet lately, so I have a question.
>
> If, when you have a hydraulic failure, the nose gear falls out. Why
doesn't
> Hoover's fall out when he shuts down both engines? I think I read in
his
> book that his plane had an additional accumulator. Was it plumbed in
for
> that purpose?
>
> bilbo
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
No, that is only brakes, flaps and steering.
bilbo
----- Original Message -----
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Re: Commander-List: nose gear
>
> The electric hydraulic pump keep them, no?
> Tom F.
>
> ----- Original Message -----
> From: "Bill Bow" <bowing74(at)earthlink.net>
> To: "commanderlist"
> Subject: Commander-List: nose gear
>
>
> >
> > It has been very quiet lately, so I have a question.
> >
> > If, when you have a hydraulic failure, the nose gear falls out. Why
> doesn't
> > Hoover's fall out when he shuts down both engines? I think I read in
his
> > book that his plane had an additional accumulator. Was it plumbed in
for
> > that purpose?
> >
> > bilbo
> >
> >
>
>
________________________________________________________________________________
| From: | "Tom Fisher" <tfisher(at)commandergroup.bc.ca> |
It's obviously been too long since I've been in the Commander saddle.
Tom F.
----- Original Message -----
From: "Bill Bow" <bowing74(at)earthlink.net>
Subject: Re: Commander-List: nose gear
>
> No, that is only brakes, flaps and steering.
> bilbo
> ----- Original Message -----
> From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
> To:
> Subject: Re: Commander-List: nose gear
>
>
>
> >
> > The electric hydraulic pump keep them, no?
> > Tom F.
> >
> > ----- Original Message -----
> > From: "Bill Bow" <bowing74(at)earthlink.net>
> > To: "commanderlist"
> > Subject: Commander-List: nose gear
> >
> >
>
> > >
> > > It has been very quiet lately, so I have a question.
> > >
> > > If, when you have a hydraulic failure, the nose gear falls out. Why
> > doesn't
> > > Hoover's fall out when he shuts down both engines? I think I read in
> his
> > > book that his plane had an additional accumulator. Was it plumbed in
> for
> > > that purpose?
> > >
> > > bilbo
> > >
> > >
> >
> >
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Was that for us? |
Three old pilots are walking on the ramp.
First one says, "Windy, isn't it?"
Second one says, "No, its Thursday!"
Third one says, "So am I. Lets go get a beer."
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
I don't think this is going to go anywhere, there are only 3 of us 500A guys
here,,,,,,but.
I asked McCauley about a replacement for my Hartzels. They want to know
what the interest would be in replacing them it the replacement cost would
be about $20,966.(qty. 2 3-bladed props-no deice boots, 2 new spinner
assemblies, and accompanying STC paperwork).
I do not expect this to go anywhere.
bilbo
________________________________________________________________________________
| Subject: | That's not nuke equipment! |
| From: | Barry Hancock <radialpower(at)cox.net> |
"US FINDS NUKE EQUIPMENT IN IRAQ"
Our intelligence fails again, don't they know centrifuges are
what the liberals use to make milk shakes!
Barry
________________________________________________________________________________
| From: | "Kerry Johnson" <kerry(at)kvelectric.com> |
| Subject: | Re: That's not nuke equipment! |
In case anyone is interested, there's a new 680/680 fuel bladder on e bay
closing in 45 minutes. Bid amount is $450.00 right now. It's in e bay
motors, aviation, parts.
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
Wish you had done that about 4 years ago, I would have jumped on it. I asked
them about it at NBAA when it was here in Dallas and they were not
interested and were pretty emphatic about it.
I can't do it at this time but might be interested in a year or two.
Jim A
N444BD
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill Bow
Subject: Commander-List: props
I don't think this is going to go anywhere, there are only 3 of us 500A guys
here,,,,,,but.
I asked McCauley about a replacement for my Hartzels. They want to know
what the interest would be in replacing them it the replacement cost would
be about $20,966.(qty. 2 3-bladed props-no deice boots, 2 new spinner
assemblies, and accompanying STC paperwork).
I do not expect this to go anywhere.
bilbo
________________________________________________________________________________
| From: | Barry Hancock <radialpower(at)cox.net> |
On Thursday, June 26, 2003, at 11:55 PM, Commander-List Digest Server
wrote:
>
>
> In case anyone is interested, there's a new 680/680 fuel bladder on e
> bay
> closing in 45 minutes. Bid amount is $450.00 right now. It's in e bay
> motors, aviation, parts.
Crap, I could have used that! Looks like I'm a day late....
Barry Hancock
Director of Operations
Red Stars, Inc.
949.300.5510
www.allredstar.com
"Communism - Lousy Politics, Great Airplanes"
________________________________________________________________________________
| From: | "Nico van Niekerk" <nico(at)cybersuperstore.com> |
| Subject: | Was this commander mod every successful? |
Was this mod ever successful?
Does anybody have any information on this such as what lead up to the mod, what
type of engines were used, and how did it perform?
What troubles me is the affect that the exhaust gasses would have on the undercarraige.
It appears if the pylons are mounted inboard of the nacelles, but the
oleos look inboard of the engines, so there is no clear answer to this.
I uploaded the image to my server, so just click on the link below. I have checked
it for virusses and it's clean.
Thanks
Nico
CommanderMod
________________________________________________________________________________
| From: | Stephen Crow <k4cpx(at)arrl.net> |
| Subject: | Re: Was this commander mod every successful? |
What mod? What server? What Link?
Steve C.
============================================
Subject: Commander-List: Was this commander mod every successful?
Was this mod ever successful?
Does anybody have any information on this such as what lead up to the mod, what
type of engines were used, and how did it perform?
What troubles me is the affect that the exhaust gasses would have on the undercarraige.
It appears if the pylons are mounted inboard of the nacelles, but the
oleos look inboard of the engines, so there is no clear answer to this.
I uploaded the image to my server, so just click on the link below. I have checked
it for virusses and it's clean.
Thanks
Nico
CommanderMod
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Was this commander mod every successful? |
I didn't see anything.
bilbo
----- Original Message -----
From: "Stephen Crow" <k4cpx(at)arrl.net>
Subject: Re: Commander-List: Was this commander mod every successful?
>
> What mod? What server? What Link?
> Steve C.
>
> ============================================
>
>
> Subject: Commander-List: Was this commander mod every successful?
>
>
>
> Was this mod ever successful?
> Does anybody have any information on this such as what lead up to the
mod, what type of engines were used, and how did it perform?
> What troubles me is the affect that the exhaust gasses would have on the
undercarraige. It appears if the pylons are mounted inboard of the nacelles,
but the oleos look inboard of the engines, so there is no clear answer to
this.
>
> I uploaded the image to my server, so just click on the link below. I
have checked it for virusses and it's clean.
> Thanks
> Nico
>
> CommanderMod
>
>
________________________________________________________________________________
| From: | "Nico van Niekerk" <nico(at)cybersuperstore.com> |
| Subject: | Re: Was this commander mod every successful? |
Hmmm. Just like me. A senior moment, I guess. I forgot that the list strips
off all hyperlinks and attachments because of virusses.
If you want to view the commander please copy and paste the url into your
web browser.
http://www.cybersuperstore.com/images/17.jpg
Thanks
Nico
----- Original Message -----
From: "Nico van Niekerk" <nico(at)cybersuperstore.com>
Subject: Commander-List: Was this commander mod every successful?
>
> Was this mod ever successful?
> Does anybody have any information on this such as what lead up to the mod,
what type of engines were used, and how did it perform?
> What troubles me is the affect that the exhaust gasses would have on the
undercarraige. It appears if the pylons are mounted inboard of the nacelles,
but the oleos look inboard of the engines, so there is no clear answer to
this.
>
> I uploaded the image to my server, so just click on the link below. I have
checked it for virusses and it's clean.
> Thanks
> Nico
>
> CommanderMod
>
>
________________________________________________________________________________
| From: | "Nico van Niekerk" <nico(at)cybersuperstore.com> |
| Subject: | Re: Was this commander mod every successful? |
Now the link works.
Nico
----- Original Message -----
From: "Nico van Niekerk" <nico(at)cybersuperstore.com>
Subject: Re: Commander-List: Was this commander mod every successful?
>
> Hmmm. Just like me. A senior moment, I guess. I forgot that the list
strips
> off all hyperlinks and attachments because of virusses.
>
> If you want to view the commander please copy and paste the url into your
> web browser.
>
> http://www.cybersuperstore.com/images/17.jpg
>
> Thanks
> Nico
>
>
> ----- Original Message -----
> From: "Nico van Niekerk" <nico(at)cybersuperstore.com>
> To:
> Subject: Commander-List: Was this commander mod every successful?
>
>
>
> >
> > Was this mod ever successful?
> > Does anybody have any information on this such as what lead up to the
mod,
> what type of engines were used, and how did it perform?
> > What troubles me is the affect that the exhaust gasses would have on the
> undercarraige. It appears if the pylons are mounted inboard of the
nacelles,
> but the oleos look inboard of the engines, so there is no clear answer to
> this.
> >
> > I uploaded the image to my server, so just click on the link below. I
have
> checked it for virusses and it's clean.
> > Thanks
> > Nico
> >
> > CommanderMod
> >
> >
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Was this commander mod every successful? |
That's pretty neat. I'll bet it will really "smoke the tires" on gear
retraction.
bilbo
----- Original Message -----
From: "Nico van Niekerk" <nico(at)cybersuperstore.com>
Subject: Re: Commander-List: Was this commander mod every successful?
>
> Now the link works.
> Nico
>
>
> ----- Original Message -----
> From: "Nico van Niekerk" <nico(at)cybersuperstore.com>
> To:
> Subject: Re: Commander-List: Was this commander mod every successful?
>
>
>
> >
> > Hmmm. Just like me. A senior moment, I guess. I forgot that the list
> strips
> > off all hyperlinks and attachments because of virusses.
> >
> > If you want to view the commander please copy and paste the url into
your
> > web browser.
> >
> > http://www.cybersuperstore.com/images/17.jpg
> >
> > Thanks
> > Nico
> >
> >
> > ----- Original Message -----
> > From: "Nico van Niekerk" <nico(at)cybersuperstore.com>
> > To:
> > Subject: Commander-List: Was this commander mod every successful?
> >
> >
> >
> > >
> > > Was this mod ever successful?
> > > Does anybody have any information on this such as what lead up to the
> mod,
> > what type of engines were used, and how did it perform?
> > > What troubles me is the affect that the exhaust gasses would have on
the
> > undercarraige. It appears if the pylons are mounted inboard of the
> nacelles,
> > but the oleos look inboard of the engines, so there is no clear answer
to
> > this.
> > >
> > > I uploaded the image to my server, so just click on the link below. I
> have
> > checked it for virusses and it's clean.
> > > Thanks
> > > Nico
> > >
> > > CommanderMod
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | Stephen Crow <k4cpx(at)arrl.net> |
| Subject: | Fw: President Bush / Miami / Tampa |
More damn restrictions!
Steve C.
====================================
----- Original Message -----
From: JERRYROOKS(at)aol.com
Subject: President Bush / Miami / Tampa
AOPA ePilot Special Airspace Bulletin June 27, 2003
A special notice to AOPA members in the Florida area
==> ATTENTION PILOTS <==
FAA TO ACTIVATE 30-NM TFRs OVER MIAMI AND TAMPA
AOPA is sending this message to advise you that the FAA will establish
30-nm-radius temporary flight restrictions (TFRs) over Miami and
Tampa when President Bush travels to the cities on Monday, June 30.
AOPA continues to lobby for more reasonably sized presidential
movement TFRs, absent a specific and credible threat. The association
maintains almost daily contact with the FAA, the Transportation
Security Administration (TSA), and officials responsible for the
president's security.
The Miami TFR will be in effect from 11:20 a.m. to 2:30 p.m. local
on Monday and prohibits aircraft within a 10-mile radius of the DHP
vortac's 99-degree radial at 7.9 miles (near the Orange Bowl). The
Tampa TFR will be in effect from 5 p.m. to 8 p.m. local on Monday and
prohibits general aviation aircraft within a 10-mile radius of the PIE
vortac's 62-degree radial at 9 miles (essentially over Tampa
International Airport).
Between 10 and 30 nm from the center of both TFRs and below 18,000
feet, flight operations are only permitted for ingress or egress.
Aircraft must be on an active IFR or VFR flight plan with a discrete
transponder code assigned by air traffic control, and maintain
two-way radio communications. The notam says that air traffic
control may authorize transient operations.
The impacted landing facilities for Miami are Miami Heliport (X48),
Miami SPB (X44), Miami International (MIA), Opa Locka (OPF), North
Perry (HWO), Kendall-Tamiami Executive (TMB), Opa Locka West (X46),
Fort Lauderdale/Hollywood International (FLL), Downtown Fort
Lauderdale Heliport (DT1), Motorsports Complex EMS Heliport (MC4),
Motorsports Complex VIP Heliport (VI2), Fort Lauderdale Executive
(FXE), Homestead General Aviation (X51), and Pompano Beach Airpark
(PMP).
The impacted landing facilities for Tampa are Tampa International
(TPA), Peter O. Knight (TPF), St. Petersburg-Clearwater International
(PIE), Vandenberg (VDF), Clearwater Air Park (CLW), Albert Whitted
(SPG), Tampa North Aero Park (X39), Plant City Municipal (PCM),
Airport Manatee (48X), Pilot Country (X05), Zephyrhills Municipal
(ZPH), Lakeland Linder Regional (LAL), South Lakeland (X49), and
Hernando County (BKV).
Pilots are strongly encouraged to check notams prior to all flights
as changes have occurred with many of these presidential TFRs. See
AOPA Online for the full text of the Miami notam
( http://www.aopa.org/whatsnew/notams.html#3/5150 ) or Tampa notam
( http://www.aopa.org/whatsnew/notams.html#3/5149 ).
________________________________________________________________________________
| From: | Stephen Crow <k4cpx(at)arrl.net> |
| Subject: | Fw: President Bush / Miami / Tampa |
I would think that a President who is a pilot would understand what tremendous
inconveniences he causes by allowing these ridiculous flight restrictions. Just
look at the list of airports, large and small that are effected. He reminds
me of the time Clinton allowed an entire airport to be shutdown while he had a
leisurely haircut in a parked A/F One.
This present President knows better and choses to ignore the difficulties he causes.
Yeah, I know "He doesn't set these rules".
BS He could stop this idiosy with three short words "Cut the Crap!".
The aviation world should be screaming to him personally. I don't think he's totally
deaf.
Steve C.
====================================================================
Subject: Commander-List: Fw: President Bush / Miami / Tampa
More damn restrictions!
Steve C.
====================================
----- Original Message -----
From: JERRYROOKS(at)aol.com
Subject: President Bush / Miami / Tampa
AOPA ePilot Special Airspace Bulletin June 27, 2003
A special notice to AOPA members in the Florida area
==> ATTENTION PILOTS <==
FAA TO ACTIVATE 30-NM TFRs OVER MIAMI AND TAMPA
AOPA is sending this message to advise you that the FAA will establish
30-nm-radius temporary flight restrictions (TFRs) over Miami and
Tampa when President Bush travels to the cities on Monday, June 30.
AOPA continues to lobby for more reasonably sized presidential
movement TFRs, absent a specific and credible threat. The association
maintains almost daily contact with the FAA, the Transportation
Security Administration (TSA), and officials responsible for the
president's security.
The Miami TFR will be in effect from 11:20 a.m. to 2:30 p.m. local
on Monday and prohibits aircraft within a 10-mile radius of the DHP
vortac's 99-degree radial at 7.9 miles (near the Orange Bowl). The
Tampa TFR will be in effect from 5 p.m. to 8 p.m. local on Monday and
prohibits general aviation aircraft within a 10-mile radius of the PIE
vortac's 62-degree radial at 9 miles (essentially over Tampa
International Airport).
Between 10 and 30 nm from the center of both TFRs and below 18,000
feet, flight operations are only permitted for ingress or egress.
Aircraft must be on an active IFR or VFR flight plan with a discrete
transponder code assigned by air traffic control, and maintain
two-way radio communications. The notam says that air traffic
control may authorize transient operations.
The impacted landing facilities for Miami are Miami Heliport (X48),
Miami SPB (X44), Miami International (MIA), Opa Locka (OPF), North
Perry (HWO), Kendall-Tamiami Executive (TMB), Opa Locka West (X46),
Fort Lauderdale/Hollywood International (FLL), Downtown Fort
Lauderdale Heliport (DT1), Motorsports Complex EMS Heliport (MC4),
Motorsports Complex VIP Heliport (VI2), Fort Lauderdale Executive
(FXE), Homestead General Aviation (X51), and Pompano Beach Airpark
(PMP).
The impacted landing facilities for Tampa are Tampa International
(TPA), Peter O. Knight (TPF), St. Petersburg-Clearwater International
(PIE), Vandenberg (VDF), Clearwater Air Park (CLW), Albert Whitted
(SPG), Tampa North Aero Park (X39), Plant City Municipal (PCM),
Airport Manatee (48X), Pilot Country (X05), Zephyrhills Municipal
(ZPH), Lakeland Linder Regional (LAL), South Lakeland (X49), and
Hernando County (BKV).
Pilots are strongly encouraged to check notams prior to all flights
as changes have occurred with many of these presidential TFRs. See
AOPA Online for the full text of the Miami notam
( http://www.aopa.org/whatsnew/notams.html#3/5150 ) or Tampa notam
( http://www.aopa.org/whatsnew/notams.html#3/5149 ).
________________________________________________________________________________
| From: | CloudCraft(at)aol.com |
| Subject: | Re: Was this commander mod every successful? |
In a message dated 06/27/03 15:55:33 Pacific Daylight Time,
nico(at)cybersuperstore.com writes:
> If you want to view the commander please copy and paste the url into your
> web browser.
>
> http://www.cybersuperstore.com/images/17.jpg
>
Nico,
Sir Barry brought this up some time ago and we bantered about it a bit.
He'll have the details. As for me, I saw this, or similar conversion in 1979
at the Aerospaciale facility in Toulouse, France.
It was being used as a corporate shuttle and I never found out if it was
Aerospeciale or a vendor / subcontractor that did the conversion and operated it.
(There were lots of one-off aircraft conversions at Toulouse to support the
Airbus production, such as the "guppy" DC-7 and others.)
I was kind of busy at the time so did not look very closely, but remember
seeing lots of exhaust soot on the MLG struts. The core of the jet was not
blowing on them, however.
I bet it only had about 600 nm range, given the fuel load of a Turbo
Commander and the fuel flow of a small turbofan about this size.
Great for a shuttle, dismal for the general market. Especially in large
countries such as the U.S. and Australia.
Wing Commander Gordon
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
All,
The problems with Hartzell V shank blades and the AD limitations, 1000 hour
OH etc can be addresses by re machining the V shank hubs ( provided the
blades are within OH limits) to fit later hubs. This eliminated the limited
life and inspections and the hub problems, and gives you a 2000 hour prop.
And the later hubs ( I think they are referred to as M hubs, but don't
quote me) do not have the sting of ADs of the V hubs.
Cheers,
Bill Hamilton.
PS Fortunately I have four blades almost full section, and two hubs that
are no where near the minimum limits, thank goodness, the old hubs are
almost no existent new, and good used about the same.
Beware some of the "paper STC's" from McCauley, a conversion on later
C-3120s has been withdrawn for early models, there is some weird resonance
interaction, feels like you have lost a few inches off the tip of a blade.
>
>
>Wish you had done that about 4 years ago, I would have jumped on it. I asked
>them about it at NBAA when it was here in Dallas and they were not
>interested and were pretty emphatic about it.
>I can't do it at this time but might be interested in a year or two.
>
>Jim A
>N444BD
>
>-----Original Message-----
>From: owner-commander-list-server(at)matronics.com
>[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill Bow
>To: commanderlist
>Subject: Commander-List: props
>
>
>I don't think this is going to go anywhere, there are only 3 of us 500A guys
>here,,,,,,but.
>
>I asked McCauley about a replacement for my Hartzels. They want to know
>what the interest would be in replacing them it the replacement cost would
>be about $20,966.(qty. 2 3-bladed props-no deice boots, 2 new spinner
>assemblies, and accompanying STC paperwork).
>
>I do not expect this to go anywhere.
>
>bilbo
>
>
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
| Subject: | Re: Fw: President Bush / Miami / Tampa |
All,
I had a 4 hour delay the day the day Clinton had his hair cut on the end of
25R at KLAX, they should have cut his throat, I already had a 15 hour
flight time sector ahead of me, we just made it with minuted to spare in
our heavy crew duty limit of 20h, I was on the way to Melbourne YMML,
direct from KLAX.
What was so infuriating about the episode is that there are two perfectly
good, ( and more secure than the eastern fence at KLAX, right by a main
road) VIP spots on the western remote ramp, where AirForce 1 and similar
always go.
Cheers,
Bill Hamilton.
>
>I would think that a President who is a pilot would understand what
>tremendous inconveniences he causes by allowing these ridiculous flight
>restrictions. Just look at the list of airports, large and small that are
>effected. He reminds me of the time Clinton allowed an entire airport to
>be shutdown while he had a leisurely haircut in a parked A/F One.
>This present President knows better and choses to ignore the difficulties
>he causes. Yeah, I know "He doesn't set these rules".
>BS He could stop this idiosy with three short words "Cut the Crap!".
>The aviation world should be screaming to him personally. I don't think
>he's totally deaf.
>Steve C.
>
>====================================================================
>Subject: Commander-List: Fw: President Bush / Miami / Tampa
>
>
>More damn restrictions!
>Steve C.
>====================================
>
>----- Original Message -----
>From: JERRYROOKS(at)aol.com
>
>Subject: President Bush / Miami / Tampa
>
>
>AOPA ePilot Special Airspace Bulletin June 27, 2003
>
>A special notice to AOPA members in the Florida area
>
>
>==> ATTENTION PILOTS <==
>
>FAA TO ACTIVATE 30-NM TFRs OVER MIAMI AND TAMPA
>AOPA is sending this message to advise you that the FAA will establish
>30-nm-radius temporary flight restrictions (TFRs) over Miami and
>Tampa when President Bush travels to the cities on Monday, June 30.
>
>AOPA continues to lobby for more reasonably sized presidential
>movement TFRs, absent a specific and credible threat. The association
>maintains almost daily contact with the FAA, the Transportation
>Security Administration (TSA), and officials responsible for the
>president's security.
>
>The Miami TFR will be in effect from 11:20 a.m. to 2:30 p.m. local
>on Monday and prohibits aircraft within a 10-mile radius of the DHP
>vortac's 99-degree radial at 7.9 miles (near the Orange Bowl). The
>Tampa TFR will be in effect from 5 p.m. to 8 p.m. local on Monday and
>prohibits general aviation aircraft within a 10-mile radius of the PIE
>vortac's 62-degree radial at 9 miles (essentially over Tampa
>International Airport).
>
>Between 10 and 30 nm from the center of both TFRs and below 18,000
>feet, flight operations are only permitted for ingress or egress.
>Aircraft must be on an active IFR or VFR flight plan with a discrete
>transponder code assigned by air traffic control, and maintain
>two-way radio communications. The notam says that air traffic
>control may authorize transient operations.
>
>The impacted landing facilities for Miami are Miami Heliport (X48),
>Miami SPB (X44), Miami International (MIA), Opa Locka (OPF), North
>Perry (HWO), Kendall-Tamiami Executive (TMB), Opa Locka West (X46),
>Fort Lauderdale/Hollywood International (FLL), Downtown Fort
>Lauderdale Heliport (DT1), Motorsports Complex EMS Heliport (MC4),
>Motorsports Complex VIP Heliport (VI2), Fort Lauderdale Executive
>(FXE), Homestead General Aviation (X51), and Pompano Beach Airpark
>(PMP).
>
>The impacted landing facilities for Tampa are Tampa International
>(TPA), Peter O. Knight (TPF), St. Petersburg-Clearwater International
>(PIE), Vandenberg (VDF), Clearwater Air Park (CLW), Albert Whitted
>(SPG), Tampa North Aero Park (X39), Plant City Municipal (PCM),
>Airport Manatee (48X), Pilot Country (X05), Zephyrhills Municipal
>(ZPH), Lakeland Linder Regional (LAL), South Lakeland (X49), and
>Hernando County (BKV).
>
>Pilots are strongly encouraged to check notams prior to all flights
>as changes have occurred with many of these presidential TFRs. See
>AOPA Online for the full text of the Miami notam
>( http://www.aopa.org/whatsnew/notams.html#3/5150 ) or Tampa notam
>( http://www.aopa.org/whatsnew/notams.html#3/5149 ).
>
>
________________________________________________________________________________
| From: | Andrew & Bridget Watson <andrew.bridget(at)shaw.ca> |
Good morning all,
Some of you might remember me as being the guy who has been asking all these strange
questions about Shrikes for a book I have been writing. Well, the good news
is that it has been accepted for publishing - I signed the (paper) contract
this week and the publishers agree to publish within a year.
Thank you for all the information you've sent me, and special thanks to Kevin Coons
who has been very patient, answering all my nagging questions! Also to Jim
Driskell (I'm not sure if he is on this list) for reading my manuscript and
correcting the mistakes and assumptions I had made - thank you, Jim.
To all of you who passed on information - you know who you are - many thanks.
The book is called "Where Vultures Roost", and will be published under a pseudonym
of "Josh Stafford" - my younger son's name is Joshua; my elder son is Stafford.
Going (a long way) back to Tylor's question of:>>> "It was a dark and stormy night
as I flew my trusty Aero Commander 500S (500A, B, U, 680F, 560F) around the
thunder storms to deliver the mail." Is that how it begins? <<<
No, Tylor, I'm afraid you'll have to wait until the book comes out in print! But
to whet your appetite, here's the synopsis that I was thinking of putting in
the dust cover:
----------
In Africa there is a belief that vultures do not live on the earth; they fly high
above the savannah, only descending to feed on carrion, and after gorging themselves
they are too heavy to return to the sky, so they roost in trees nearby
the kill site.
Africa has had more than its share of hardships, from famine to disease, from dictators
to death. The southern tip of Africa has been in the grip of a white
minority government that has taught the black man to hate the white man, and the
white man to hate all races but his own. But, in that small war torn country
to the north, now known as Zimbabwe, two young boys of different ethnic backgrounds
forge a bond of friendship that bridges the chasm that separates their
races, a friendship that will lead to an offer of the ultimate sacrifice.
From the dusty plains of Zimbabwe's southern Matabeleland there is a cry of outrage,
of an evil that has visited this idyllic setting, for a nyanga - an African
witch doctor - has determined that a particular child be brought to him for
sacrifice. Joseph Lee is faced with a terrible decision, one that could cost
him his life, or worse yet, the lives of his friend and young son. Can Joseph
overcome this evil that has visited his family? What price is he prepared to
pay to protect those whom he loves?
Set in the nineteen sixties through to the mid nineteen eighties, "Where Vultures
Roost" is a tragic tale of Africa, a place where love and compassion co-exist
with the brutality of age-old pagan rituals. It is a tale of friendship and
bravery, of love and despair, and of the sacrifices we must make to overcome
evil. But most of all, it is a story about the harsh reality of life on the African
bushveld.
----------
Remember the story is not about the Shrike, I only reference it in the book...
OK, I reference it quite a lot!
I'll let you all know when it comes out in print.
Regards,
Andrew.
________________________________________________________________________________
| From: | "Lowell Girod" <dongirod(at)earthlink.net> |
Bill;
I am coming up on my hub (not the prop) 250 hrs. inspection this year.
What is involved in changing hubs and does it apply to the 560E, 3 blade
props? I know Capt. Jimbob, has an STP to change the whole thing out for a
'heavy Hartzell', but will this also change both to a 2000 hr. prop? Where
do I find out the detail and who can do this?
Don
> [Original Message]
> From: Bill Hamilton <fighterf(at)ozemail.com.au>
> To:
> Date: 6/29/2003 5:41:51 AM
> Subject: RE: Commander-List: props
>
>
> All,
> The problems with Hartzell V shank blades and the AD limitations, 1000
hour
> OH etc can be addresses by re machining the V shank hubs ( provided the
> blades are within OH limits) to fit later hubs. This eliminated the
limited
> life and inspections and the hub problems, and gives you a 2000 hour
prop.
> And the later hubs ( I think they are referred to as M hubs, but don't
> quote me) do not have the sting of ADs of the V hubs.
> Cheers,
> Bill Hamilton.
> PS Fortunately I have four blades almost full section, and two hubs that
> are no where near the minimum limits, thank goodness, the old hubs are
> almost no existent new, and good used about the same.
> Beware some of the "paper STC's" from McCauley, a conversion on later
> C-3120s has been withdrawn for early models, there is some weird
resonance
> interaction, feels like you have lost a few inches off the tip of a blade.
>
>
________________________________________________________________________________
| From: | "Harry Merritt" <avtec2(at)bellsouth.net> |
I Have a Brand new set Hartzell props for a 560E, Never
Installed on a Aircraft. It Is my Understanding talking to
Hartzell that there is no 500Hr Hub.
Harry
321 267-3141
----- Original Message -----
From: Lowell Girod
To: commander-list(at)matronics.com
Sent: Sunday, June 29, 2003 5:01 PM
Subject: RE: Commander-List: props
Bill;
I am coming up on my hub (not the prop) 250 hrs. inspection this year.
What is involved in changing hubs and does it apply to the 560E, 3 blade
props? I know Capt. Jimbob, has an STP to change the whole thing out for a
'heavy Hartzell', but will this also change both to a 2000 hr. prop? Where
do I find out the detail and who can do this?
Don
> [Original Message]
> From: Bill Hamilton <fighterf(at)ozemail.com.au>
> To:
> Date: 6/29/2003 5:41:51 AM
> Subject: RE: Commander-List: props
>
>
> All,
> The problems with Hartzell V shank blades and the AD limitations, 1000
hour
> OH etc can be addresses by re machining the V shank hubs ( provided the
> blades are within OH limits) to fit later hubs. This eliminated the
limited
> life and inspections and the hub problems, and gives you a 2000 hour
prop.
> And the later hubs ( I think they are referred to as M hubs, but don't
> quote me) do not have the sting of ADs of the V hubs.
> Cheers,
> Bill Hamilton.
> PS Fortunately I have four blades almost full section, and two hubs that
> are no where near the minimum limits, thank goodness, the old hubs are
> almost no existent new, and good used about the same.
> Beware some of the "paper STC's" from McCauley, a conversion on later
> C-3120s has been withdrawn for early models, there is some weird
resonance
> interaction, feels like you have lost a few inches off the tip of a blade.
>
>
________________________________________________________________________________
| From: | "Dan Dominguez" <dan(at)worldflight2000.com> |
Bilbo-
We would be very interested. SN1258 N152K
________________________________________________________________________________
| From: | MOEMILLS(at)aol.com |
| Subject: | June 2003 IN FLIGHT USA |
Sir Barry:
Did you get a copy of the June 2003 issue of IN FLIGHT USA (the tabloid)? It
has a pretty good article about Ted Smith and the early development of the
Aero Commander.
If you did not receive a copy, I will mail you one.
Best regards,
Moe Mills
N680RR
________________________________________________________________________________
| From: | Derek Monk <britmonk(at)adelphia.net> |
| Subject: | Re: Was this commander mod ever successful? |
I'm sure that Sir Barry will prepare a detailed history of this
aircraft, so I'll just give you an introduction.
The origin of this mod began in March 1967 when a UK distributor, Miles
Aviation, agreed to certify for Aero Commander the Turbomeca Astazou
XIIM turboprop engines using 680T s/n 1540-6 N6300/G-AWXK.
Turbomeca subsequently did not certify the XIIM and Aero Commander, in
Oct. 1970, sold (traded) the aircraft to Miles in return for work
already done. Miles immediately sold, by prearrangement, the aircraft to
Turbomeca who wanted it as a flying test bed for its new Astafan program
which they wanted to fly at the 1971 Paris Aero Show. Miles had done
some preliminary design work to convince Turbomeca that the 680T would
be viable and the deal was done. It was delivered to Turbomeca Nov. 1970.
Now over to Sir Barry....
Derek Monk
Nico van Niekerk wrote:
>http://www.cybersuperstore.com/images/17.jpg
>
>Thanks
>Nico
>
>
>
>
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
Lowell,
My remarks were directed at the standard 500A two blade props, as far as I
know without some research, the "heavy Hartzell" is the only way to go with
the early three blade props.
Cheers,
Bill Hamilton.
>
>Bill;
> I am coming up on my hub (not the prop) 250 hrs. inspection this
> year.
>What is involved in changing hubs and does it apply to the 560E, 3 blade
>props? I know Capt. Jimbob, has an STP to change the whole thing out for a
>'heavy Hartzell', but will this also change both to a 2000 hr. prop? Where
>do I find out the detail and who can do this?
>Don
>
> > [Original Message]
> > From: Bill Hamilton <fighterf(at)ozemail.com.au>
> > To:
> > Date: 6/29/2003 5:41:51 AM
> > Subject: RE: Commander-List: props
> >
>
> >
> > All,
> > The problems with Hartzell V shank blades and the AD limitations, 1000
>hour
> > OH etc can be addresses by re machining the V shank hubs ( provided the
> > blades are within OH limits) to fit later hubs. This eliminated the
>limited
> > life and inspections and the hub problems, and gives you a 2000 hour
>prop.
> > And the later hubs ( I think they are referred to as M hubs, but don't
> > quote me) do not have the sting of ADs of the V hubs.
> > Cheers,
> > Bill Hamilton.
> > PS Fortunately I have four blades almost full section, and two hubs that
> > are no where near the minimum limits, thank goodness, the old hubs are
> > almost no existent new, and good used about the same.
> > Beware some of the "paper STC's" from McCauley, a conversion on later
> > C-3120s has been withdrawn for early models, there is some weird
>resonance
> > interaction, feels like you have lost a few inches off the tip of a blade.
> >
> >
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
That's one.
bilbo
----- Original Message -----
From: "Dan Dominguez" <dan(at)worldflight2000.com>
Subject: Commander-List: 500A Props
>
> Bilbo-
> We would be very interested. SN1258 N152K
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Fw: President Bush / Miami / Tampa |
It wasn't his throat that I think should have been cut.
bilbo
----- Original Message -----
From: "Bill Hamilton" <fighterf(at)ozemail.com.au>
Subject: Re: Fw: Commander-List: Fw: President Bush / Miami / Tampa
>
>
> All,
> I had a 4 hour delay the day the day Clinton had his hair cut on the end
of
> 25R at KLAX, they should have cut his throat, I already had a 15 hour
> flight time sector ahead of me, we just made it with minuted to spare in
> our heavy crew duty limit of 20h, I was on the way to Melbourne YMML,
> direct from KLAX.
> What was so infuriating about the episode is that there are two perfectly
> good, ( and more secure than the eastern fence at KLAX, right by a main
> road) VIP spots on the western remote ramp, where AirForce 1 and similar
> always go.
> Cheers,
> Bill Hamilton.
>
>
> >
> >I would think that a President who is a pilot would understand what
> >tremendous inconveniences he causes by allowing these ridiculous flight
> >restrictions. Just look at the list of airports, large and small that are
> >effected. He reminds me of the time Clinton allowed an entire airport to
> >be shutdown while he had a leisurely haircut in a parked A/F One.
> >This present President knows better and choses to ignore the difficulties
> >he causes. Yeah, I know "He doesn't set these rules".
> >BS He could stop this idiosy with three short words "Cut the Crap!".
> >The aviation world should be screaming to him personally. I don't think
> >he's totally deaf.
> >Steve C.
> >
> >====================================================================
> >Subject: Commander-List: Fw: President Bush / Miami / Tampa
> >
> >
> >
> >More damn restrictions!
> >Steve C.
> >====================================
> >
> >----- Original Message -----
> >From: JERRYROOKS(at)aol.com
> >
> >Subject: President Bush / Miami / Tampa
> >
> >
> >AOPA ePilot Special Airspace Bulletin June 27, 2003
> >
> >A special notice to AOPA members in the Florida area
> >
> >
> >==> ATTENTION PILOTS <==
> >
> >FAA TO ACTIVATE 30-NM TFRs OVER MIAMI AND TAMPA
> >AOPA is sending this message to advise you that the FAA will establish
> >30-nm-radius temporary flight restrictions (TFRs) over Miami and
> >Tampa when President Bush travels to the cities on Monday, June 30.
> >
> >AOPA continues to lobby for more reasonably sized presidential
> >movement TFRs, absent a specific and credible threat. The association
> >maintains almost daily contact with the FAA, the Transportation
> >Security Administration (TSA), and officials responsible for the
> >president's security.
> >
> >The Miami TFR will be in effect from 11:20 a.m. to 2:30 p.m. local
> >on Monday and prohibits aircraft within a 10-mile radius of the DHP
> >vortac's 99-degree radial at 7.9 miles (near the Orange Bowl). The
> >Tampa TFR will be in effect from 5 p.m. to 8 p.m. local on Monday and
> >prohibits general aviation aircraft within a 10-mile radius of the PIE
> >vortac's 62-degree radial at 9 miles (essentially over Tampa
> >International Airport).
> >
> >Between 10 and 30 nm from the center of both TFRs and below 18,000
> >feet, flight operations are only permitted for ingress or egress.
> >Aircraft must be on an active IFR or VFR flight plan with a discrete
> >transponder code assigned by air traffic control, and maintain
> >two-way radio communications. The notam says that air traffic
> >control may authorize transient operations.
> >
> >The impacted landing facilities for Miami are Miami Heliport (X48),
> >Miami SPB (X44), Miami International (MIA), Opa Locka (OPF), North
> >Perry (HWO), Kendall-Tamiami Executive (TMB), Opa Locka West (X46),
> >Fort Lauderdale/Hollywood International (FLL), Downtown Fort
> >Lauderdale Heliport (DT1), Motorsports Complex EMS Heliport (MC4),
> >Motorsports Complex VIP Heliport (VI2), Fort Lauderdale Executive
> >(FXE), Homestead General Aviation (X51), and Pompano Beach Airpark
> >(PMP).
> >
> >The impacted landing facilities for Tampa are Tampa International
> >(TPA), Peter O. Knight (TPF), St. Petersburg-Clearwater International
> >(PIE), Vandenberg (VDF), Clearwater Air Park (CLW), Albert Whitted
> >(SPG), Tampa North Aero Park (X39), Plant City Municipal (PCM),
> >Airport Manatee (48X), Pilot Country (X05), Zephyrhills Municipal
> >(ZPH), Lakeland Linder Regional (LAL), South Lakeland (X49), and
> >Hernando County (BKV).
> >
> >Pilots are strongly encouraged to check notams prior to all flights
> >as changes have occurred with many of these presidential TFRs. See
> >AOPA Online for the full text of the Miami notam
> >( http://www.aopa.org/whatsnew/notams.html#3/5150 ) or Tampa notam
> >( http://www.aopa.org/whatsnew/notams.html#3/5149 ).
> >
> >
>
>
________________________________________________________________________________
| Subject: | Fwd: Check out 06/30: AirTran to order up to 114 Boeing |
jets-sources
jpowell717(at)msn.com, b.rutledge(at)charter.net, Wingnut195(at)cs.com,
stubie(at)mindspring.com, bray0(at)dellepro.com, C04Glenn.Dahl(at)USAFA.edu,
case(at)mindspring.com, COMMANDER560(at)cs.com, commander-list(at)matronics.com,
Crunk1(at)direcway.com, cwall(at)worldflight2000.com, dbrunson(at)charter.net,
Dtihs(at)aol.com, Flyinjetz(at)aol.com, Jpillatzki(at)702com.net, jsalex2(at)msn.com,
Kurtkitchens(at)aol.com, lfloyd(at)cswnet.com, DuckRyder(at)att.net,
Carter1984(at)aol.com, sdg(at)negia.net, NANNANPC(at)aol.com, tdphep(at)earthlink.net,
allen_reed2(at)hotmail.com, B777atkins(at)aol.com, rsfamily(at)cfl.rr.com,
TAYLORMS1(at)aol.com, TILLMAN333(at)aol.com
6 BILLION Dollars worth of new airplanes!!!! YEAH BABY!!!!
Paul Reason
From: Critterwife95(at)aol.com
Date: Tue, 1 Jul 2003 08:33:02 EDT
Subject: Check out 06/30: AirTran to order up to 114 Boeing jets-sources
Click here: 06/30: AirTran
to order up to 114 Boeing jets-sources
Click here: 06/30: AirTran to
order up to 114 Boeing jets-sources
________________________________________________________________________________
| From: | CloudCraft(at)aol.com |
| Subject: | Re: Fwd: Check out 06/30: AirTran to order up to 114 |
Boeing ...
In a message dated 07/01/03 06:34:18 Pacific Daylight Time, JETPAUL(at)aol.com
writes:
> 6 BILLION Dollars worth of new airplanes!!!! YEAH BABY!!!!
And another damn type rating course for you, young man.
Wing Commander Gordon
________________________________________________________________________________
| From: | "Dan Dominguez" <dan(at)worldflight2000.com> |
A few web page updates:
1) Links in Maintenance Dept have been fixed.
2) More pictures of aircraft added.
3)Information regarding Commander Fly in will be continually updated on the site.
4) Daisy's Desk has been upgraded to a corner office with more useful functions. She now has her own address for those of you that want quick "access" at www.daisysdesk.com
5) Mango Airways is giving away a day pass to the Dayton Air Force Museum during
the Twin Commander Fly in this September. Unfortunately Daisy's run off with
Waldo somewhere on the Aerocommander.com web page and we can't find either of
them. Find Waldo and you'll find Daisy. Find him first and you get the free
ticket.
Dan
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
I was driving past a little airstrip on the other side of town and saw a
Shrike 333BE and a 560F. That means the Commander population has tripled
overnight.
amazing,
bilbo
________________________________________________________________________________
| From: | "Tylor Hall" <tylor(at)winddancer.aero> |
| Subject: | Who Is going to Oshkosh? |
Wind Dancer Aviation Services now owns the Rajay Turbo Normalizing Kits. I
am flying a 500B, N6369U to Oshkosh. We will be in Kelly Aerospaces booth
with Dick MacCoons improved design on display.
I will open seats if anyone wants to come along.
Regards,
Tylor Hall
Wind Dancer Aviation Services, Inc.
2V1, Pagosa Springs, CO
970-731-2127
________________________________________________________________________________
| From: | Buddy Windham <bw_cycon(at)yahoo.com> |
| Subject: | Re: Who Is going to Oshkosh? |
Tylor, I will arrive the day before the show opens and park in the classic area
in the South 40, past the ultilight and helo base. Hope to met up with you to
discuss turbo's on my 560e.
"Tylor Hall"
Wind Dancer Aviation Services now owns the Rajay Turbo Normalizing Kits. I
am flying a 500B, N6369U to Oshkosh. We will be in Kelly Aerospaces booth
with Dick MacCoons improved design on display.
I will open seats if anyone wants to come along.
Regards,
Tylor Hall
Wind Dancer Aviation Services, Inc.
2V1, Pagosa Springs, CO
970-731-2127
Buddy Windham, President
Cycon Enterprises, Inc.
General Contractors/Construction Management/Design Build Services
0-608 Quincy Street S.W.
Grandville, Michigan 49418
616 896-6488 office
616 896-6490 fax
---------------------------------
________________________________________________________________________________
| Subject: | Re: Who Is going to Oshkosh? |
i am going to oshkosh, but will arrive wednesday and leave friday. i will park
at appleton. n628ah, the nicest 500 in the country. i am full, but wouldn't
mind flying up with another plane. al hoffman, based at lantana (lna), 5 south
of palm beach.
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | TILLMAN333(at)aol.com |
| Subject: | Re: Wanted: Commander to BUY |
Commanderland...
I need another Commander, N811D
Please advise if you all know of a "Ready to Go" plane.
I do not have the time to purchase a Basket Case.
Please e-mail or fax spec sheet to 706-232-3081
Thanks,
www.flysafeinsurance.com
Gary Tillman
Ps.
Where is N685JL ?
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Wanted: Commander to BUY |
Gary, Did yours croak?
bilbo
----- Original Message -----
From: <TILLMAN333(at)aol.com>
Subject: Commander-List: Re: Wanted: Commander to BUY
>
> Commanderland...
> I need another Commander, N811D
> Please advise if you all know of a "Ready to Go" plane.
> I do not have the time to purchase a Basket Case.
> Please e-mail or fax spec sheet to 706-232-3081
> Thanks,
> www.flysafeinsurance.com
> Gary Tillman
> Ps.
> Where is N685JL ?
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Who Is going to Oshkosh? |
Hey Buddy,
Do you park in the classics area because of the airplane or the pilot of the
airplane? :>)
bilbo
----- Original Message -----
From: "Buddy Windham" <bw_cycon(at)yahoo.com>
Subject: Re: Commander-List: Who Is going to Oshkosh?
>
> Tylor, I will arrive the day before the show opens and park in the classic
area in the South 40, past the ultilight and helo base. Hope to met up with
you to discuss turbo's on my 560e.
>
> Tylor Hall wrote:--> Commander-List message posted
by: "Tylor Hall"
>
> Wind Dancer Aviation Services now owns the Rajay Turbo Normalizing Kits. I
> am flying a 500B, N6369U to Oshkosh. We will be in Kelly Aerospaces booth
> with Dick MacCoons improved design on display.
>
> I will open seats if anyone wants to come along.
>
> Regards,
> Tylor Hall
> Wind Dancer Aviation Services, Inc.
> 2V1, Pagosa Springs, CO
> 970-731-2127
>
>
> Buddy Windham, President
>
> Cycon Enterprises, Inc.
> General Contractors/Construction Management/Design Build Services
>
> 0-608 Quincy Street S.W.
> Grandville, Michigan 49418
> 616 896-6488 office
> 616 896-6490 fax
>
>
> ---------------------------------
>
>
________________________________________________________________________________
| From: | TILLMAN333(at)aol.com |
| Subject: | Re: Wanted: Commander to BUY |
Nope,
Just trying to perpetuate the joy of the Commanders.
It's the best plane on the market for the $. speed and pay load...
I've owned 2, and looking for a third.
Later,
Gary T.
________________________________________________________________________________
| From: | "Howard Windham" <bw_cycon(at)yahoo.com> |
| Subject: | Who Is going to Oshkosh? |
I'm only 48 for gosh sakes................
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Bill Bow
Subject: Re: Commander-List: Who Is going to Oshkosh?
Hey Buddy,
Do you park in the classics area because of the airplane or the pilot of
the
airplane? :>)
bilbo
----- Original Message -----
From: "Buddy Windham" <bw_cycon(at)yahoo.com>
Subject: Re: Commander-List: Who Is going to Oshkosh?
>
> Tylor, I will arrive the day before the show opens and park in the
classic
area in the South 40, past the ultilight and helo base. Hope to met up
with
you to discuss turbo's on my 560e.
>
> Tylor Hall wrote:--> Commander-List message
posted
by: "Tylor Hall"
>
> Wind Dancer Aviation Services now owns the Rajay Turbo Normalizing
Kits. I
> am flying a 500B, N6369U to Oshkosh. We will be in Kelly Aerospaces
booth
> with Dick MacCoons improved design on display.
>
> I will open seats if anyone wants to come along.
>
> Regards,
> Tylor Hall
> Wind Dancer Aviation Services, Inc.
> 2V1, Pagosa Springs, CO
> 970-731-2127
>
>
> Buddy Windham, President
>
> Cycon Enterprises, Inc.
> General Contractors/Construction Management/Design Build Services
>
> 0-608 Quincy Street S.W.
> Grandville, Michigan 49418
> 616 896-6488 office
> 616 896-6490 fax
>
>
> ---------------------------------
>
>
________________________________________________________________________________
| Subject: | Re: Wanted: Commander to BUY |
Hi Gary,
N685JL isn't that far away from you. It's recently been bought (Registered
06Jun03) by Augustine Air LLC., in Charlotte, NC.
Good Hunting for Tillman3!
Very Best Regards,
Barry C (UK)
----- Original Message -----
From: <TILLMAN333(at)aol.com>
Subject: Commander-List: Re: Wanted: Commander to BUY
|
| Commanderland...
| I need another Commander, N811D
| Please advise if you all know of a "Ready to Go" plane.
| I do not have the time to purchase a Basket Case.
| Please e-mail or fax spec sheet to 706-232-3081
| Thanks,
| www.flysafeinsurance.com
| Gary Tillman
| Ps.
| Where is N685JL ?
|
|
|
|
|
|
|
________________________________________________________________________________
| From: | Barry Hancock <radialpower(at)cox.net> |
On Wednesday, July 2, 2003, at 11:55 PM, *someone* wrote:
> n628ah, the nicest 500 in the country.
Well, at least we're not proud.... :)-
I'll be there to participate in the warbird formation fly-overs. Our
Ops. base is MTW...about 20 minutes east of OSH by air. If you're in
the warbird area we'll have a RV there with an "All Red Star"
banner...my bird is the CJ-6A with the Flying Tigers paint scheme. Stop
by and say "hi."
BTW, for those of you that don't know what a CJ-6A is, the simplest
definition comes from our own Wing Commander Gordon:
"Pinko-commie-rat-bastard-airplanes" Da, comrade, da!
Cheers,
Barry
Barry Hancock
Director of Operations
Red Stars, Inc.
949.300.5510
www.allredstar.com
"Communism - Lousy Politics, Great Airplanes"
________________________________________________________________________________
What's the wisdom on tires? By that I mean which brand is the best? Our
parts book (560A) calls for 8.50x10, 6 ply (3260lbs.), however, we're
planning on using 8.50x10 8 ply (4400lbs.).
Bill Williams
AirMatrix
17705 49th Place N.E., Hangar D (AWO)
Arlington, WA 98223-7898
tel: 360-435-7343
fax: 360-435-8193
billw@air-matrix.com
www.air-matrix.com
________________________________________________________________________________
| From: | "Bruce Campbell" <baruch(at)intelligentflight.com> |
6 ply sounds reasonable. However, I'd recommend against going with high
line vendors like Michelin or even Goodyear.
The most likely fate for your tires is to weathercheck far sooner than you
run out of tread. So get 8 ply McCrearys.
Bruce Campbell
AC520 N4186B
----- Original Message -----
From: "Bill Williams" <billw@air-matrix.com>
Subject: Commander-List: Tires
<billw@air-matrix.com>
>
> What's the wisdom on tires? By that I mean which brand is the best? Our
> parts book (560A) calls for 8.50x10, 6 ply (3260lbs.), however, we're
> planning on using 8.50x10 8 ply (4400lbs.).
>
> Bill Williams
> AirMatrix
> 17705 49th Place N.E., Hangar D (AWO)
> Arlington, WA 98223-7898
> tel: 360-435-7343
> fax: 360-435-8193
> billw@air-matrix.com
> www.air-matrix.com
>
>
________________________________________________________________________________
| From: | "John Vormbaum" <john(at)vormbaum.com> |
Well, this is subjective, but I HATE my Michelins (I have a 500B)...let the
airplane sit for more than a week and you get a flat spot on the tire. That
*never* happened with my Goodyears. When it's time to change tires again,
it's Goodyear Flight Custom II's or III's. The 8 plys seem to last much
longer and also resist the flat spot situation.
/John
----- Original Message -----
From: "Bill Williams" <billw@air-matrix.com>
Subject: Commander-List: Tires
<billw@air-matrix.com>
>
> What's the wisdom on tires? By that I mean which brand is the best? Our
> parts book (560A) calls for 8.50x10, 6 ply (3260lbs.), however, we're
> planning on using 8.50x10 8 ply (4400lbs.).
>
> Bill Williams
> AirMatrix
> 17705 49th Place N.E., Hangar D (AWO)
> Arlington, WA 98223-7898
> tel: 360-435-7343
> fax: 360-435-8193
> billw@air-matrix.com
> www.air-matrix.com
>
>
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
But Michelins tend to flat on cars too. I always thought that they are
'softer' tires which is why they are so good during cornering. So, if you
want to take your 500B through the MacDonalds drive through at 80 kts, then
perhaps Michelins would work ok, no?
Nico
----- Original Message -----
From: "John Vormbaum" <john(at)vormbaum.com>
Subject: Re: Commander-List: Tires
>
> Well, this is subjective, but I HATE my Michelins (I have a 500B)...let
the
> airplane sit for more than a week and you get a flat spot on the tire.
That
> *never* happened with my Goodyears. When it's time to change tires again,
> it's Goodyear Flight Custom II's or III's. The 8 plys seem to last much
> longer and also resist the flat spot situation.
>
> /John
>
>
> ----- Original Message -----
> From: "Bill Williams" <billw@air-matrix.com>
> To:
> Subject: Commander-List: Tires
>
>
> <billw@air-matrix.com>
> >
> > What's the wisdom on tires? By that I mean which brand is the best? Our
> > parts book (560A) calls for 8.50x10, 6 ply (3260lbs.), however, we're
> > planning on using 8.50x10 8 ply (4400lbs.).
> >
> > Bill Williams
> > AirMatrix
> > 17705 49th Place N.E., Hangar D (AWO)
> > Arlington, WA 98223-7898
> > tel: 360-435-7343
> > fax: 360-435-8193
> > billw@air-matrix.com
> > www.air-matrix.com
> >
> >
>
>
________________________________________________________________________________
| From: | "Robert C. Bullock" <rcbullock(at)cox.net> |
| Subject: | RE: Commander-List Digest: 11 Msgs - 07/03/03 |
I have a FCII on my nosegear and III's on the Mains on my 182. The
sidewall strength lets you land well if you remotely pay attention and
even a bounce isn't bad. They seem great to me, but I've only had them a
little less than a year.
> *never* happened with my Goodyears. When it's time to change tires
> again, it's Goodyear Flight Custom II's or III's. The 8 plys seem to
> last much longer and also resist the flat spot situation.
________________________________________________________________________________
| From: | "Jody and Susan Pillatzki" <jpillatzki(at)702com.net> |
| Subject: | To Osh Kosh with 411VV |
I will be there with 411VV. Probably in GA Camping. I don't know if I am ready
to park in the ancient airplane rows.
Jody
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
A friend forwarded this to me today.
Nico
I don' know if all y'all read Sports Illustrated, but this is really funny.
Rick Reilly is the weekly back cover columnist and even though I don't
always agree with his editorial perspective, he's a good writer with a
great sense of humor. He recently got a chance to fly in an F-14:Wild
Tomcat
Now this message is for America's most famous athletes: Someday
you may be invited to fly in the back-seat of one of your country's
most powerful fighter jets. Many of you already have -- John Elway,
John Stockton, Tiger Woods to name a few. If you get this
opportunity, let me urge you, with the greatest sincerity .....
Move to Guam. Change your name. Fake your own death. Whatever
you do, do not go. I know.
The U.S. Navy invited me to try it. I was thrilled. I was pumped. I
was toast!
I should've known when they told me my pilot would be Chip (Biff)
King of Fighter Squadron 213 at Naval Air Station Oceana in Virginia
Beach. Whatever you're thinking a Top Gun named Chip (Biff) King
looks like, triple it.
He's about six-foot, tan, ice-blue eyes, wavy surfer hair, finger-
crippling handshake -- the kind of man who wrestles dyspeptic
alligators in his leisure time. If you see this man, run the other way.
Fast. Biff King was born to fly.
His father, Jack King, was for years the voice of NASA missions.
("T-minus 15 seconds and counting...." Remember?) Chip would
charge neighborhood kids a quarter each to hear his dad. Jack
would wake up from naps surrounded by nine-year-olds waiting for
him to say, "We have a liftoff."
Biff was to fly me in an F-14D Tomcat, a ridiculously powerful $60
million weapon with as much thrust as weight. I was worried about
getting airsick, so the night before the flight I asked Biff if there was
something I should eat the next morning.
"Bananas," he said.
"For the potassium?" I asked.
"No," Biff said, "because they taste about the same coming up as
they do going down."
The next morning, out on the tarmac, I had on my flight suit with my
name sewn over the left breast. (No call sign -- like Crash or Sticky
or Leadfoot -- but, still, very cool.) I carried my helmet in the crook of
my arm, as Biff had instructed. A fighter pilot named Psycho gave
me a safety briefing and then fastened me into my ejection seat,
which, when employed, would "egress" me out of the plane at such
a velocity that I would be immediately knocked unconscious.
Just as I was thinking about aborting the flight, the canopy closed
over me, and Biff gave the ground crew a thumbs-up. In minutes we
were firing nose up at 600 mph. We leveled out and then canopy-
rolled over another F-14. Those 20 minutes were the rush of my life.
Unfortunately, the ride lasted 80.
It was like being on the roller coaster at Six Flags Over Hell. Only
without rails. We did barrel rolls, sap rolls, loops, yanks and banks.
We dived, rose and dived again, sometimes with a vertical velocity of
10,000 feet per minute. We chased another F-14, and it chased us.
We broke the speed of sound. Sea was sky and sky was sea.
Flying at 200 feet we did 90-degree turns at 550 mph, creating a G
force of 6.5, which is to say I felt as if 6.5 times my body weight was
smashing against me.
And I egressed the bananas. I egressed the pizza from the night
before. And the lunch before that. I egressed a box of Milk Duds
from the sixth grade. I made Linda Blair look polite. Because of the
G's, I was egressing stuff that did not even want to be egressed.
I went through not one airsick bag, but two. Biff said I passed out.
Twice. I was coated in sweat. At one point, as we were coming in
upside down in a banked curve on a mock bombing target and the
G's were flattening me like a tortilla and I was in and out of
consciousness, I realized I was the first person in history to throw down.
I used to know cool. Cool was Elway throwing a touchdown pass, or
Norman making a five-iron bite. But now I really know cool. Cool is
guys like Biff, men with cast-iron stomachs and Freon nerves. I
wouldn't go up there again for Derek Jeter's black book, but I'm glad
Biff does every day, and for less money per year than a rookie
reliever makes in a home stand.
A week later, when the spins finally stopped, Biff called. He said he
and the fighters had the perfect call sign for me. Said he'd send it on
a patch for my flight suit.
What is it? I asked.
"Two Bags."
John D. Davis
319 Virginia Drive
Dothan, Alabama 36301
Voice (334) 792-2277
FAX (334) 792-0377
Cell (334) 797-3731
E-mail captainjdd(at)aol.com
________________________________________________________________________________
| From: | "Randy Dettmer, AIA" <rcdettmer(at)charter.net> |
| Subject: | Re: F14 throw down |
Thanks Nico...
Great story to start the day.
Randy Dettmer
680F/N6253X
----- Original Message -----
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Commander-List: F14 throw down
>
> A friend forwarded this to me today.
> Nico
>
> I don' know if all y'all read Sports Illustrated, but this is really
funny.
>
> Rick Reilly is the weekly back cover columnist and even though I don't
> always agree with his editorial perspective, he's a good writer with a
> great sense of humor. He recently got a chance to fly in an F-14:Wild
> Tomcat
>
> Now this message is for America's most famous athletes: Someday
> you may be invited to fly in the back-seat of one of your country's
> most powerful fighter jets. Many of you already have -- John Elway,
> John Stockton, Tiger Woods to name a few. If you get this
> opportunity, let me urge you, with the greatest sincerity .....
>
> Move to Guam. Change your name. Fake your own death. Whatever
> you do, do not go. I know.
>
> The U.S. Navy invited me to try it. I was thrilled. I was pumped. I
> was toast!
>
> I should've known when they told me my pilot would be Chip (Biff)
> King of Fighter Squadron 213 at Naval Air Station Oceana in Virginia
> Beach. Whatever you're thinking a Top Gun named Chip (Biff) King
> looks like, triple it.
>
> He's about six-foot, tan, ice-blue eyes, wavy surfer hair, finger-
> crippling handshake -- the kind of man who wrestles dyspeptic
> alligators in his leisure time. If you see this man, run the other way.
> Fast. Biff King was born to fly.
>
> His father, Jack King, was for years the voice of NASA missions.
> ("T-minus 15 seconds and counting...." Remember?) Chip would
> charge neighborhood kids a quarter each to hear his dad. Jack
> would wake up from naps surrounded by nine-year-olds waiting for
> him to say, "We have a liftoff."
>
> Biff was to fly me in an F-14D Tomcat, a ridiculously powerful $60
> million weapon with as much thrust as weight. I was worried about
> getting airsick, so the night before the flight I asked Biff if there was
> something I should eat the next morning.
>
> "Bananas," he said.
>
> "For the potassium?" I asked.
>
> "No," Biff said, "because they taste about the same coming up as
> they do going down."
>
> The next morning, out on the tarmac, I had on my flight suit with my
> name sewn over the left breast. (No call sign -- like Crash or Sticky
> or Leadfoot -- but, still, very cool.) I carried my helmet in the crook of
> my arm, as Biff had instructed. A fighter pilot named Psycho gave
> me a safety briefing and then fastened me into my ejection seat,
> which, when employed, would "egress" me out of the plane at such
> a velocity that I would be immediately knocked unconscious.
>
> Just as I was thinking about aborting the flight, the canopy closed
> over me, and Biff gave the ground crew a thumbs-up. In minutes we
> were firing nose up at 600 mph. We leveled out and then canopy-
> rolled over another F-14. Those 20 minutes were the rush of my life.
>
> Unfortunately, the ride lasted 80.
>
> It was like being on the roller coaster at Six Flags Over Hell. Only
> without rails. We did barrel rolls, sap rolls, loops, yanks and banks.
> We dived, rose and dived again, sometimes with a vertical velocity of
> 10,000 feet per minute. We chased another F-14, and it chased us.
> We broke the speed of sound. Sea was sky and sky was sea.
>
> Flying at 200 feet we did 90-degree turns at 550 mph, creating a G
> force of 6.5, which is to say I felt as if 6.5 times my body weight was
> smashing against me.
>
> And I egressed the bananas. I egressed the pizza from the night
> before. And the lunch before that. I egressed a box of Milk Duds
> from the sixth grade. I made Linda Blair look polite. Because of the
> G's, I was egressing stuff that did not even want to be egressed.
>
> I went through not one airsick bag, but two. Biff said I passed out.
> Twice. I was coated in sweat. At one point, as we were coming in
> upside down in a banked curve on a mock bombing target and the
> G's were flattening me like a tortilla and I was in and out of
> consciousness, I realized I was the first person in history to throw down.
>
> I used to know cool. Cool was Elway throwing a touchdown pass, or
> Norman making a five-iron bite. But now I really know cool. Cool is
> guys like Biff, men with cast-iron stomachs and Freon nerves. I
> wouldn't go up there again for Derek Jeter's black book, but I'm glad
> Biff does every day, and for less money per year than a rookie
> reliever makes in a home stand.
>
> A week later, when the spins finally stopped, Biff called. He said he
> and the fighters had the perfect call sign for me. Said he'd send it on
> a patch for my flight suit.
>
> What is it? I asked.
>
> "Two Bags."
>
>
> John D. Davis
> 319 Virginia Drive
> Dothan, Alabama 36301
> Voice (334) 792-2277
> FAX (334) 792-0377
> Cell (334) 797-3731
> E-mail captainjdd(at)aol.com
>
>
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: Wanted: Commander to BUY |
HI GARY...
I need totalk to you on the phone. Number?? Thanks!! jb
________________________________________________________________________________
| From: | TILLMAN333(at)aol.com |
| Subject: | Re: Wanted: Commander to BUY |
1800.228.4283
0r 706-232-3081 cell.
Gary Tillman
________________________________________________________________________________
| From: | "Brock Lorber - VegasFC" <blorber(at)vegasfc.com> |
| Subject: | Aero Design Logo |
If anyone has a clean copy of the stylized Aero Design Commander logo I
would be forever indebted if you e-mailed it to me or faxed it to
702-396-2655. Embroidering it into the aft bulkhead is the method of
choice to dress up 400CH.
I'm close to rubbing on the rudder pedals with tracing paper and a #2
pencil!
Thank you,
Brock Lorber
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
| Subject: | Re: Aero Design Logo |
Do the Garrett engines turn the props anti-clockwise? I have never flown a
turbo prop before and it seems that way from pictures of aircraft with the
Garrett engines.
Nico
----- Original Message -----
From: "Brock Lorber - VegasFC" <blorber(at)vegasfc.com>
Subject: Commander-List: Aero Design Logo
>
> If anyone has a clean copy of the stylized Aero Design Commander logo I
> would be forever indebted if you e-mailed it to me or faxed it to
> 702-396-2655. Embroidering it into the aft bulkhead is the method of
> choice to dress up 400CH.
>
> I'm close to rubbing on the rudder pedals with tracing paper and a #2
> pencil!
>
> Thank you,
> Brock Lorber
>
>
________________________________________________________________________________
| Subject: | Aero Design Logo |
Brock,
Check your email - I sent a copy (bmp file) to you of the logo we used for
silk-screen on our yoke center plates.
Kelly Piper
AirMatrix
560A-N2732B
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Brock
Lorber - VegasFC
Subject: Commander-List: Aero Design Logo
If anyone has a clean copy of the stylized Aero Design Commander logo I
would be forever indebted if you e-mailed it to me or faxed it to
702-396-2655. Embroidering it into the aft bulkhead is the method of
choice to dress up 400CH.
I'm close to rubbing on the rudder pedals with tracing paper and a #2
pencil!
Thank you,
Brock Lorber
________________________________________________________________________________
| From: | "Victor Fernandez Cochon" <vfc(at)fernandezgonzalez.com> |
| Subject: | Re: Aero Design Logo |
This is the design from where I embroydered all my seats in HI-560-SP
Hope this helps you.
Victor
----- Original Message -----
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: Commander-List: Aero Design Logo
>
> Do the Garrett engines turn the props anti-clockwise? I have never flown a
> turbo prop before and it seems that way from pictures of aircraft with the
> Garrett engines.
> Nico
>
>
> ----- Original Message -----
> From: "Brock Lorber - VegasFC" <blorber(at)vegasfc.com>
> To:
> Subject: Commander-List: Aero Design Logo
>
>
>
> >
> > If anyone has a clean copy of the stylized Aero Design Commander logo I
> > would be forever indebted if you e-mailed it to me or faxed it to
> > 702-396-2655. Embroidering it into the aft bulkhead is the method of
> > choice to dress up 400CH.
> >
> > I'm close to rubbing on the rudder pedals with tracing paper and a #2
> > pencil!
> >
> > Thank you,
> > Brock Lorber
> >
> >
>
>
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | Aero Design Logo |
I have a logo that is on my control wheels on my 500A but the back ground is
a little messed up. The plane and letters are good. I don't know if that
would help or not. If I can figure out how to do it I will put it on the
photo part. I scanned it so it is in color.
Jim Addington
N444BD
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Brock
Lorber - VegasFC
Subject: Commander-List: Aero Design Logo
If anyone has a clean copy of the stylized Aero Design Commander logo I
would be forever indebted if you e-mailed it to me or faxed it to
702-396-2655. Embroidering it into the aft bulkhead is the method of
choice to dress up 400CH.
I'm close to rubbing on the rudder pedals with tracing paper and a #2
pencil!
Thank you,
Brock Lorber
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: Wanted: Commander to BUY |
Thanks, will do. jb
________________________________________________________________________________
| From: | rlegg(at)austarnet.com.au |
| Subject: | Aero Design Logo |
Hi Kelly,
Would greatly appreciate a copy of the logo if
possible, for use on a project down here in Oz!
Many thanks
Russell Legg
________________________________________________________________________________
| From: | "Chris Wall" <cwall(at)worldflight2000.com> |
Anybody that has a Aero Commander logo, please email it to me and we
will add it to the AeroCommander.com website making it easier for people
to find in the future.
All the Best,
Chris
________________________________________________________________________________
| From: | "Tom Fisher" <tfisher(at)commandergroup.bc.ca> |
Good idea Chris.
Share the word (& images).
Tom F.
----- Original Message -----
From: "Chris Wall" <cwall(at)worldflight2000.com>
Subject: Commander-List: Logo
>
> Anybody that has a Aero Commander logo, please email it to me and we
> will add it to the AeroCommander.com website making it easier for people
> to find in the future.
>
> All the Best,
> Chris
>
>
________________________________________________________________________________
I'm sending the logo via email to Chris to post.
Thanks,
Kelly Piper
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Chris
Wall
Subject: Commander-List: Logo
Anybody that has a Aero Commander logo, please email it to me and we
will add it to the AeroCommander.com website making it easier for people
to find in the future.
All the Best,
Chris
________________________________________________________________________________
| From: | <phil(at)petrasoft.net> |
Please see the attached zip file for details.
________________________________________________________________________________
| From: | "Tom Fisher" <tfisher(at)commandergroup.bc.ca> |
Send the attachment to the web site so that all can look at it.
Tom F.
----- Original Message -----
From: <phil(at)petrasoft.net>
Subject: Commander-List: Re: Movie
>
> Please see the attached zip file for details.
>
>
>
>
>
>
>
>
________________________________________________________________________________
| From: | Randy Dettmer <rcdettmer(at)charter.net> |
| Subject: | URGENT...part needed. |
Trying to get my 680F out of annual this week for a scheduled trip Friday.
Morris tells me that I need a new structural channel on top of the Left
Engine nacelle - Part #5260020-207, Left hand outboard channel, for
airplanes serial numbers 1031 and up ONLY. Parts Manual Vol 2 Chapter 10,
page 31, item 105.
Can anybody help...ASAP..??
Thanks,
Randy Dettmer
680F/N6253X
________________________________________________________________________________
| From: | "Cy Galley" <cgalley(at)qcbc.org> |
It is a virus being sent to all the Matronics lists using various names.
----- Original Message -----
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Re: Commander-List: Re: Movie
>
> Send the attachment to the web site so that all can look at it.
> Tom F.
> ----- Original Message -----
> From: <phil(at)petrasoft.net>
> To:
> Subject: Commander-List: Re: Movie
>
>
> >
> > Please see the attached zip file for details.
> >
> >
> >
> >
> >
> >
> >
> >
>
>
________________________________________________________________________________
| From: | "Ricardo A. Otaola" <otayca(at)telcel.net.ve> |
| Subject: | Re: URGENT...part needed. |
Hi there:
On the same token, on my 680F I need the fuel pump part # RG-167857.
Randy, what are you lookin for. I will try and find it down here.
Barry, I ran into N9382R downhere in Venezuela. Any news??
----- Original Message -----
From: "Randy Dettmer" <rcdettmer(at)charter.net>
Subject: Commander-List: URGENT...part needed.
>
> Trying to get my 680F out of annual this week for a scheduled trip Friday.
> Morris tells me that I need a new structural channel on top of the Left
> Engine nacelle - Part #5260020-207, Left hand outboard channel, for
> airplanes serial numbers 1031 and up ONLY. Parts Manual Vol 2 Chapter 10,
> page 31, item 105.
>
> Can anybody help...ASAP..??
>
> Thanks,
>
> Randy Dettmer
> 680F/N6253X
>
>
________________________________________________________________________________
| From: | "Harry Merritt" <avtec2(at)bellsouth.net> |
| Subject: | Re: URGENT...part needed. |
i Have a Servicable Enging and stand by Pump
Harry
321 256-3141
----- Original Message -----
From: Ricardo A. Otaola
To: commander-list(at)matronics.com
Sent: Tuesday, July 08, 2003 5:59 PM
Subject: Re: Commander-List: URGENT...part needed.
Hi there:
On the same token, on my 680F I need the fuel pump part # RG-167857.
Randy, what are you lookin for. I will try and find it down here.
Barry, I ran into N9382R downhere in Venezuela. Any news??
----- Original Message -----
From: "Randy Dettmer" <rcdettmer(at)charter.net>
To:
Subject: Commander-List: URGENT...part needed.
>
> Trying to get my 680F out of annual this week for a scheduled trip Friday.
> Morris tells me that I need a new structural channel on top of the Left
> Engine nacelle - Part #5260020-207, Left hand outboard channel, for
> airplanes serial numbers 1031 and up ONLY. Parts Manual Vol 2 Chapter 10,
> page 31, item 105.
>
> Can anybody help...ASAP..??
>
> Thanks,
>
> Randy Dettmer
> 680F/N6253X
>
>
________________________________________________________________________________
| From: | "Harry Merritt" <avtec2(at)bellsouth.net> |
| Subject: | Re: URGENT...part needed. |
Yellow taged simmions Pump
Harry 321 267-3141
----- Original Message -----
From: Ricardo A. Otaola
To: commander-list(at)matronics.com
Sent: Tuesday, July 08, 2003 5:59 PM
Subject: Re: Commander-List: URGENT...part needed.
Hi there:
On the same token, on my 680F I need the fuel pump part # RG-167857.
Randy, what are you lookin for. I will try and find it down here.
Barry, I ran into N9382R downhere in Venezuela. Any news??
----- Original Message -----
From: "Randy Dettmer" <rcdettmer(at)charter.net>
To:
Subject: Commander-List: URGENT...part needed.
>
> Trying to get my 680F out of annual this week for a scheduled trip Friday.
> Morris tells me that I need a new structural channel on top of the Left
> Engine nacelle - Part #5260020-207, Left hand outboard channel, for
> airplanes serial numbers 1031 and up ONLY. Parts Manual Vol 2 Chapter 10,
> page 31, item 105.
>
> Can anybody help...ASAP..??
>
> Thanks,
>
> Randy Dettmer
> 680F/N6253X
>
>
________________________________________________________________________________
| From: | CloudCraft(at)aol.com |
| Subject: | Re: Aero Design Logo |
In a message dated 07/07/03 10:54:16 Pacific Daylight Time,
nico(at)cybersuperstore.com writes:
> Do the Garrett engines turn the props anti-clockwise? I have never flown a
> turbo prop before and it seems that way from pictures of aircraft with the
> Garrett engines.
Hi Nico,
On the "Century Series" Garrett TPE 331 engines the props do turn
anti-clockwise, as you call it.
On the earlier -43 series on the Turbo Commander 680T, V, W they turn in the
normal way. (Sorry Sir Barry ... I know that on engines made in the Empire,
props turn in a different normal way)
Why do the TPE-331s props turn counter clock wise? It's a product of the
gearing, not the engine rotation direction.
Wing Commander Gordon
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | DID YOU MISS ME?? |
HI KIDS..
I thought I would let every body know what is going on in my
life and why I haven posted anything for a while. Life is good. In the last
few weeks I have ferried Commanders (an other types) all over the county. I
flew a 560F from OH to CA. then delivered a gorgeous 500S the Anchorage, AK,
for the state of AK, dept. of forestry to replace the one that caught on fire.
Next I flew the 560F from CA back the Miami, took the "crowd killer" to San
Juan, PR and flew a Cessna 206 back to CA. I flew from Tallahassee, FL to
Hayward, CA in a 206, in one day! I turned the key on at 8AM in FL, landed CA
at
11PM. I was only home one day and left, in my Commander, for Sandpoint ID to
do an annual inspection on Ernie Martins 560A (HC) He bought my STC, and I
iunstalled the propellers as well. His other airplanes are a Cessna Citiantio
11 and a Grumman Mallard. I was able to get a little "stick time" in the
Mallard as we delivered it from Euphrata, WA to Sandpiont. While I worked on the
560A, I commuted from a little 2200 foot grass strip by Sue's Moms house to
Sandpoint every day. Great ride over Lake Pend Orelle (pond arary). We had a
great ride home Sunday afternoon. In between all of this I flew triple 2 a
bunch, making a trip to CA and several to the Coast. During one of these, she
turned over 300hr since her "Grand Renegade" restoration!!
Thursday I will be winging again to the Arlington airshow (anybody
going??) and will stop to pick up 3 iguanas all destined for new homes on my way
back. Sue and I plan to leave Friday eve for S. Idaho. Satuday AM my son
Chad and I will take triple 2 to Idaho Falls to meet a gal driving up from
Billings, MT to adopt an Iguana. That evening, I will be back in Caldwell, ID
where
I will do a charity auction (not as good as Gary Tillman, but I will do my
best) for the Navion Society.
I have another ferry job lined up. Bob Smith (of the Smith ski goggle
co.) has asked me to ferry a homebuilt amphibian from "Mouse Town" to
Sandpoint, ID.
So, I haven't been able to get much else done. There was lots more
that happened, I just type to slow. I hope to be able to interact a bit more in
coming weeks. By the way, has anybody heard from Milt, Crunk or Chris S.??
Hope all is well in you Commanderland!! jb
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
| Subject: | Re: DID YOU MISS ME?? |
Good to hear from you again, JB.
It's an envious situation that you find yourself in. I have done a lot more
flying than you recently: in a mahogany bomber. The view sucks but the
engines are quiet and there is no turbulence.
Nico
PS. Do you ever take pictures? I'd love to see some of them.
----- Original Message -----
From: <YOURTCFG(at)aol.com>
Subject: Commander-List: DID YOU MISS ME??
>
> HI KIDS..
>
> I thought I would let every body know what is going on in
my
> life and why I haven posted anything for a while. Life is good. In the
last
> few weeks I have ferried Commanders (an other types) all over the county.
I
> flew a 560F from OH to CA. then delivered a gorgeous 500S the Anchorage,
AK,
> for the state of AK, dept. of forestry to replace the one that caught on
fire.
> Next I flew the 560F from CA back the Miami, took the "crowd killer" to
San
> Juan, PR and flew a Cessna 206 back to CA. I flew from Tallahassee, FL to
> Hayward, CA in a 206, in one day! I turned the key on at 8AM in FL,
landed CA at
> 11PM. I was only home one day and left, in my Commander, for Sandpoint ID
to
> do an annual inspection on Ernie Martins 560A (HC) He bought my STC, and
I
> iunstalled the propellers as well. His other airplanes are a Cessna
Citiantio
> 11 and a Grumman Mallard. I was able to get a little "stick time" in the
> Mallard as we delivered it from Euphrata, WA to Sandpiont. While I worked
on the
> 560A, I commuted from a little 2200 foot grass strip by Sue's Moms house
to
> Sandpoint every day. Great ride over Lake Pend Orelle (pond arary). We
had a
> great ride home Sunday afternoon. In between all of this I flew triple 2
a
> bunch, making a trip to CA and several to the Coast. During one of these,
she
> turned over 300hr since her "Grand Renegade" restoration!!
> Thursday I will be winging again to the Arlington airshow (anybody
> going??) and will stop to pick up 3 iguanas all destined for new homes on
my way
> back. Sue and I plan to leave Friday eve for S. Idaho. Satuday AM my son
> Chad and I will take triple 2 to Idaho Falls to meet a gal driving up from
> Billings, MT to adopt an Iguana. That evening, I will be back in
Caldwell, ID where
> I will do a charity auction (not as good as Gary Tillman, but I will do my
> best) for the Navion Society.
> I have another ferry job lined up. Bob Smith (of the Smith ski
goggle
> co.) has asked me to ferry a homebuilt amphibian from "Mouse Town" to
> Sandpoint, ID.
> So, I haven't been able to get much else done. There was lots more
> that happened, I just type to slow. I hope to be able to interact a bit
more in
> coming weeks. By the way, has anybody heard from Milt, Crunk or Chris
S.??
> Hope all is well in you Commanderland!! jb
>
>
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
| Subject: | Re: Aero Design Logo |
Thanks for the info.
At one time I thought the photograph that I looked at might have been
reversed, but I saw an MU2 with its N number visible and the props facing
the 'wrong' way. I appreciated the explanation about the feathered P&W and
the Garrett engines.
Anyway, thank you again.
Nico
----- Original Message -----
From: <CloudCraft(at)aol.com>
Subject: Re: Commander-List: Aero Design Logo
>
> In a message dated 07/07/03 10:54:16 Pacific Daylight Time,
> nico(at)cybersuperstore.com writes:
>
>
> > Do the Garrett engines turn the props anti-clockwise? I have never flown
a
> > turbo prop before and it seems that way from pictures of aircraft with
the
> > Garrett engines.
>
> Hi Nico,
>
> On the "Century Series" Garrett TPE 331 engines the props do turn
> anti-clockwise, as you call it.
>
> On the earlier -43 series on the Turbo Commander 680T, V, W they turn in
the
> normal way. (Sorry Sir Barry ... I know that on engines made in the
Empire,
> props turn in a different normal way)
>
> Why do the TPE-331s props turn counter clock wise? It's a product of the
> gearing, not the engine rotation direction.
>
> Wing Commander Gordon
>
>
________________________________________________________________________________
| From: | "Randy Dettmer, AIA" <rcdettmer(at)charter.net> |
| Subject: | Re: DID YOU MISS ME?? |
Hey JimBob...
Great to hear from you...no moss growing under your shoes. Keep up the good
work.
Randy Dettmer
680F/N6253X
----- Original Message -----
From: <YOURTCFG(at)aol.com>
Subject: Commander-List: DID YOU MISS ME??
>
> HI KIDS..
>
> I thought I would let every body know what is going on in
my
> life and why I haven posted anything for a while. Life is good. In the
last
> few weeks I have ferried Commanders (an other types) all over the county.
I
> flew a 560F from OH to CA. then delivered a gorgeous 500S the Anchorage,
AK,
> for the state of AK, dept. of forestry to replace the one that caught on
fire.
> Next I flew the 560F from CA back the Miami, took the "crowd killer" to
San
> Juan, PR and flew a Cessna 206 back to CA. I flew from Tallahassee, FL to
> Hayward, CA in a 206, in one day! I turned the key on at 8AM in FL,
landed CA at
> 11PM. I was only home one day and left, in my Commander, for Sandpoint ID
to
> do an annual inspection on Ernie Martins 560A (HC) He bought my STC, and
I
> iunstalled the propellers as well. His other airplanes are a Cessna
Citiantio
> 11 and a Grumman Mallard. I was able to get a little "stick time" in the
> Mallard as we delivered it from Euphrata, WA to Sandpiont. While I worked
on the
> 560A, I commuted from a little 2200 foot grass strip by Sue's Moms house
to
> Sandpoint every day. Great ride over Lake Pend Orelle (pond arary). We
had a
> great ride home Sunday afternoon. In between all of this I flew triple 2
a
> bunch, making a trip to CA and several to the Coast. During one of these,
she
> turned over 300hr since her "Grand Renegade" restoration!!
> Thursday I will be winging again to the Arlington airshow (anybody
> going??) and will stop to pick up 3 iguanas all destined for new homes on
my way
> back. Sue and I plan to leave Friday eve for S. Idaho. Satuday AM my son
> Chad and I will take triple 2 to Idaho Falls to meet a gal driving up from
> Billings, MT to adopt an Iguana. That evening, I will be back in
Caldwell, ID where
> I will do a charity auction (not as good as Gary Tillman, but I will do my
> best) for the Navion Society.
> I have another ferry job lined up. Bob Smith (of the Smith ski
goggle
> co.) has asked me to ferry a homebuilt amphibian from "Mouse Town" to
> Sandpoint, ID.
> So, I haven't been able to get much else done. There was lots more
> that happened, I just type to slow. I hope to be able to interact a bit
more in
> coming weeks. By the way, has anybody heard from Milt, Crunk or Chris
S.??
> Hope all is well in you Commanderland!! jb
>
>
________________________________________________________________________________
| From: | MOEMILLS(at)aol.com |
| Subject: | Re: DID YOU MISS ME?? |
What is this about an air show in Arlington? I leave for Richland, WA. this
afternoon, and may have some spare time Friday and Saturday.
Moe
N680RR
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: DID YOU MISS ME?? |
In a message dated 7/9/2003 7:33:00 AM Pacific Standard Time,
MOEMILLS(at)aol.com writes:
> What is this about an air show in Arlington? I leave for Richland, WA.
> this
> afternoon, and may have some spare time Friday and Saturday.
>
It is the EAA west coast show, kinda a small version of Oshkosh. I plan to
be there Thursday, want to meet?? jb
________________________________________________________________________________
| From: | MOEMILLS(at)aol.com |
| Subject: | Re: DID YOU MISS ME?? |
Sorry, I am tied up Thursday, may make it Friday.
What is the airport identifier, and can I "Fly In".
Thanks,
Moe
________________________________________________________________________________
| From: | "Tylor Hall" <tylor(at)winddancer.aero> |
| Subject: | DID YOU MISS ME?? |
Moe and Jim,
I am flying up to Arlington (AWO)on Friday afternoon in 6369U. Can we meet
at Air Matrix? I will be meeting with Dick MacCoon. Check out the NOTAM.
www.nweaa.org/notam/navtips.html
It gives the times that the airfield is closed for airshow.
Regards,
Tylor Hall
Wind Dancer Aviation Services, Inc.
2V1, Pagosa Springs, CO
970-731-2127
Sorry, I am tied up Thursday, may make it Friday.
What is the airport identifier, and can I "Fly In".
Thanks,
Moe
________________________________________________________________________________
| Subject: | DID YOU MISS ME?? |
Tylor:
We'd be happy to host you at KAWO on Friday - Sunday. We're on the west-side
of the airport, parallel to 11-29, between the row of green hangars.
See ya all on Friday.
Bill Williams
AirMatrix
17705 49th Place N.E.
KAWO Hangar D
Arlington, WA 98223
360-435-7343
billw@air-matrix.com
www.air-matrix.com
________________________________________________________________________________
| From: | "Tylor Hall" <tylor(at)winddancer.aero> |
| Subject: | Arlington EAA, Fri. July 11 |
I just talked to Bill Williams at Air Matrix in Arlington. They are on the
west side in the Green Hangars. He has invited all of us to his Hangar. I
should be arriving before the 1300 shut down for the air show.
Regards,
Tylor Hall
Wind Dancer Aviation Services, Inc.
2V1, Pagosa Springs, CO
970-731-2127
Moe and Jim,
I am flying up to Arlington (AWO)on Friday afternoon in 6369U. Can we meet
at Air Matrix? I will be meeting with Dick MacCoon. Check out the NOTAM.
www.nweaa.org/notam/navtips.html
It gives the times that the airfield is closed for airshow.
Regards,
Tylor Hall
Wind Dancer Aviation Services, Inc.
2V1, Pagosa Springs, CO
970-731-2127
Sorry, I am tied up Thursday, may make it Friday.
What is the airport identifier, and can I "Fly In".
Thanks,
Moe
________________________________________________________________________________
| From: | "Tom Fisher" <tfisher(at)commandergroup.bc.ca> |
| Subject: | Re: DID YOU MISS ME?? |
Tylor,
It would be good to meet with you but I am stuck at Abbotsford (CYXX)
conducting a Search & Rescue exercise this weekend.
If you are in the air on Saturday, fly into Canada and see half of our
operation, or perhaps another time.
Tom F.
----- Original Message -----
From: "Tylor Hall" <tylor(at)winddancer.aero>
Subject: RE: Commander-List: DID YOU MISS ME??
>
> Moe and Jim,
> I am flying up to Arlington (AWO)on Friday afternoon in 6369U. Can we
meet
> at Air Matrix? I will be meeting with Dick MacCoon. Check out the NOTAM.
> www.nweaa.org/notam/navtips.html
> It gives the times that the airfield is closed for airshow.
>
> Regards,
> Tylor Hall
> Wind Dancer Aviation Services, Inc.
> 2V1, Pagosa Springs, CO
> 970-731-2127
>
>
> Sorry, I am tied up Thursday, may make it Friday.
>
> What is the airport identifier, and can I "Fly In".
>
> Thanks,
>
> Moe
>
>
________________________________________________________________________________
| From: | MOEMILLS(at)aol.com |
| Subject: | Re: DID YOU MISS ME?? |
Dear Taylor,
I will do my best to be there, however, I have other people involved, and you
know how that goes. Will be flying N680RR, a purple and shite 680f(p).
Thanks,
Moe
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: DID YOU MISS ME?? |
In a message dated 7/9/2003 9:34:31 AM Pacific Standard Time,
MOEMILLS(at)aol.com writes:
> What is the airport identifier, and can I "Fly In".
Don't know the identifier but, yes, you can fly in. Sorry I will miss you.
jb
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
In a message dated 6/29/2003 11:03:06 AM Pacific Standard Time,
dongirod(at)earthlink.net writes:
> I am coming up on my hub (not the prop) 250 hrs. inspection this year.
>
> What is involved in changing hubs and does it apply to the 560E, 3 blade
> props? I know Capt. Jimbob, has an STP to change the whole thing out for a
> 'heavy Hartzell', but will this also change both to a 2000 hr. prop? Where
> do I find out the detail and who can do this?
HI DON..
I do have an STC for your airplane. I is a "bolt on" mod and
only requires that you have the larger spinners. I just did a convertion
over the 4th weekend. Takes about 4 hr. The STC is $2500 + props. No AD. One
owner says his 560E performs better, but I make no such claim. Let me know
and i can give you more info. 360-835-1090 jb
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: Was that for us? |
In a message dated 6/25/2003 1:16:39 PM Pacific Standard Time,
bowing74(at)earthlink.net writes:
> ee old pilots are walking on the ramp.
> First one says, "Windy, isn't it?"
> Second one says, "No, its Thursday!"
> Third one says, "So am I. Lets go get a beer."
>
AMEN!!!!! jb
________________________________________________________________________________
| From: | "Ricardo A. Otaola" <otayca(at)telcel.net.ve> |
| Subject: | Re: URGENT...part needed. |
I have tried severla times to call you but I can not get through. Is that
the correct number??
----- Original Message -----
From: "Harry Merritt" <avtec2(at)bellsouth.net>
Subject: Re: Commander-List: URGENT...part needed.
>
> i Have a Servicable Enging and stand by Pump
> Harry
> 321 256-3141
> ----- Original Message -----
> From: Ricardo A. Otaola
> To: commander-list(at)matronics.com
> Sent: Tuesday, July 08, 2003 5:59 PM
> Subject: Re: Commander-List: URGENT...part needed.
>
>
>
> Hi there:
>
> On the same token, on my 680F I need the fuel pump part # RG-167857.
> Randy, what are you lookin for. I will try and find it down here.
>
> Barry, I ran into N9382R downhere in Venezuela. Any news??
>
>
> ----- Original Message -----
> From: "Randy Dettmer" <rcdettmer(at)charter.net>
> To:
> Subject: Commander-List: URGENT...part needed.
>
>
>
> >
> > Trying to get my 680F out of annual this week for a scheduled trip
Friday.
> > Morris tells me that I need a new structural channel on top of the
Left
> > Engine nacelle - Part #5260020-207, Left hand outboard channel, for
> > airplanes serial numbers 1031 and up ONLY. Parts Manual Vol 2 Chapter
10,
> > page 31, item 105.
> >
> > Can anybody help...ASAP..??
> >
> > Thanks,
> >
> > Randy Dettmer
> > 680F/N6253X
> >
> >
>
>
________________________________________________________________________________
| From: | "Harry Merritt" <avtec2(at)bellsouth.net> |
| Subject: | Re: URGENT...part needed. |
321 267-3141
----- Original Message -----
From: Ricardo A. Otaola
To: commander-list(at)matronics.com
Sent: Thursday, July 10, 2003 2:21 PM
Subject: Re: Commander-List: URGENT...part needed.
I have tried severla times to call you but I can not get through. Is that
the correct number??
----- Original Message -----
From: "Harry Merritt" <avtec2(at)bellsouth.net>
To:
Subject: Re: Commander-List: URGENT...part needed.
>
> i Have a Servicable Enging and stand by Pump
> Harry
> 321 256-3141
> ----- Original Message -----
> From: Ricardo A. Otaola
> To: commander-list(at)matronics.com
> Sent: Tuesday, July 08, 2003 5:59 PM
> Subject: Re: Commander-List: URGENT...part needed.
>
>
>
> Hi there:
>
> On the same token, on my 680F I need the fuel pump part # RG-167857.
> Randy, what are you lookin for. I will try and find it down here.
>
> Barry, I ran into N9382R downhere in Venezuela. Any news??
>
>
> ----- Original Message -----
> From: "Randy Dettmer" <rcdettmer(at)charter.net>
> To:
> Subject: Commander-List: URGENT...part needed.
>
>
>
> >
> > Trying to get my 680F out of annual this week for a scheduled trip
Friday.
> > Morris tells me that I need a new structural channel on top of the
Left
> > Engine nacelle - Part #5260020-207, Left hand outboard channel, for
> > airplanes serial numbers 1031 and up ONLY. Parts Manual Vol 2 Chapter
10,
> > page 31, item 105.
> >
> > Can anybody help...ASAP..??
> >
> > Thanks,
> >
> > Randy Dettmer
> > 680F/N6253X
> >
> >
>
>
________________________________________________________________________________
| From: | "Patrick Nickles" <aerocommander(at)nickles.cc> |
| Subject: | SB214 - Applies ONLY to 900/1000 models (690D-695A), correct? |
So if I'm considering an 840 Grand Ren I have nothing to worry about?
And let me qualify the "nothing to worry about" comment:
From what I understand SB214 will not be affecting some turbines, BUT does
this mean they're safe or not? (I suppose I simply don't understand the
differences in how these pressure vessels are rated.)
It's one thing to be concerned about the investment required to fix this
problem but quite another to be worried that I'm flying an aircraft that is
"legal" but the overall safety is questionable.
Thanks ---
Pat
________________________________________________________________________________
| From: | "Dan Dominguez" <dan(at)worldflight2000.com> |
| Subject: | SB214 and the 840 |
Mr. Patrick Nickles-
To further help your search in gathering the most information on the Twin Commander
840, you can find all accidents files with the FAA or NTSB by typing in:
http://www.aerocommander.com/ntsb.html
Please select 690C as the type of aircraft and click OK. You can review what has
been filed with the FAA as accidents, causes and possible explanations to help
your decision. This link can be found at the library of Aerocommander.com.
Furthermore, you could search your individual aircraft records for bills of sale,
accidents, and or NADAC reports. Hope this helps in any way.
Dan Dominguez
It's one thing to be concerned about the investment required to fix this
problem but quite another to be worried that I'm flying an aircraft that is
"legal" but the overall safety is questionable
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: SB214 - Applies ONLY to 900/1000 models (690D-695A), |
corr...
In a message dated 7/12/2003 6:06:39 AM Pacific Standard Time,
aerocommander(at)nickles.cc writes:
> So if I'm considering an 840 Grand Ren I have nothing to worry about?
>
That is basically true. There are several important differences in the model
840 (690C) and the 690D/695A/695B airplanes. The 840 was built under the same
TC as all other Commanders, piston and tribune, CAR 3. The 690D/695 was
certificate under FAR part 23. The differences are many. As the 690D/695
airplanes were being manufactured, testing under part 23 was ongoing. When a weak
area was uncovered, a "fix" was applied. Hence, it is important to know the S/N
of the 690D/695 airplane you might be interested in. Theoretically, the last
695B should have had all the updates and the AD will be a minor thing.
Conversely, the fist 690D will need all of the repairs and updates, costing a
couple of thousand $$ or more.
The good news is that there is little danger of this AD working
backward down the system. I asked specifically that question, and the answer from
both TCAC and the FAA was that there was no anticipation that other models
would be effected. (never say never) jb
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: SB214 - Applies ONLY to 900/1000 models (690D-695A), |
corr...
In a message dated 7/13/2003 8:54:34 PM Pacific Standard Time,
YOURTCFG(at)aol.com writes:
> couple of thousand $$ or more.
>
That should be "a couple of HUNDRED THOUSAND $$ or more", sorry. jb
________________________________________________________________________________
| From: | "Tom Bijou" <Tom(at)bhmassociates.com> |
| Subject: | Re: SB214 - Applies ONLY to 900/1000 models (690D-695A), |
corr...
I buy and sell a lot of commanders and I have never seen one that cost more
than $135,000 and that was for an early 900. I also own 96207, which is the
second to last one made and the estimate for it is$20,000, which I will
probably have done next year before I get it painted.
In the several I have had done I have never seen any major problems that
made me think that the aircraft was about to fall out of the sky, it sure
looks to me like this SB was partly make work for the service centers, maybe
that is why it took years to turn into a AD. Also the compliance window is
fairly long ... which you would not see if the wings were about to fall off.
Most of the work is in the pressure vessel so I do not think you should have
any concern about it applying to the 690 a,b,c aircraft. These aircraft
have a totally different design. The A,B,C are only pressurized to the
floor, the D and 695A,B are pressurized to the outer skin. They also have
about 1.0 additional pounds of pressure, which is why the big picture window
went away, and they have very few parts in common with the earlier aircraft.
Tom Bijou
----- Original Message -----
From: <YOURTCFG(at)aol.com>
Subject: Re: Commander-List: SB214 - Applies ONLY to 900/1000 models
(690D-695A), corr...
>
> In a message dated 7/13/2003 8:54:34 PM Pacific Standard Time,
> YOURTCFG(at)aol.com writes:
>
> > couple of thousand $$ or more.
> >
>
> That should be "a couple of HUNDRED THOUSAND $$ or more", sorry. jb
>
>
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
| Subject: | Re: SB214 - Applies ONLY to 900/1000 models (690D-695A), |
corr...
Thanks, Tom. That answers my question about the big picture window.
If some were only pressurized to the floor, does it mean that they have a
pressure vessel inside the airframe? If so, how would one ever find a leak
that's in a hard to reach place?
I put a little time in a 680FP and the pressure would partly dump every
couple of minutes above about 12000', making it so uncomfortable that one
would rather fly it with the pressurization off. The owner said it was the
door seal but they never fixed it.
Nico
----- Original Message -----
From: "Tom Bijou" <Tom(at)bhmassociates.com>
Subject: Re: Commander-List: SB214 - Applies ONLY to 900/1000 models
(690D-695A), corr...
>
> I buy and sell a lot of commanders and I have never seen one that cost
more
> than $135,000 and that was for an early 900. I also own 96207, which is
the
> second to last one made and the estimate for it is$20,000, which I will
> probably have done next year before I get it painted.
>
> In the several I have had done I have never seen any major problems that
> made me think that the aircraft was about to fall out of the sky, it sure
> looks to me like this SB was partly make work for the service centers,
maybe
> that is why it took years to turn into a AD. Also the compliance window
is
> fairly long ... which you would not see if the wings were about to fall
off.
>
> Most of the work is in the pressure vessel so I do not think you should
have
> any concern about it applying to the 690 a,b,c aircraft. These aircraft
> have a totally different design. The A,B,C are only pressurized to the
> floor, the D and 695A,B are pressurized to the outer skin. They also have
> about 1.0 additional pounds of pressure, which is why the big picture
window
> went away, and they have very few parts in common with the earlier
aircraft.
>
> Tom Bijou
>
>
> ----- Original Message -----
> From: <YOURTCFG(at)aol.com>
> To:
> Subject: Re: Commander-List: SB214 - Applies ONLY to 900/1000 models
> (690D-695A), corr...
>
>
> >
> > In a message dated 7/13/2003 8:54:34 PM Pacific Standard Time,
> > YOURTCFG(at)aol.com writes:
> >
> > > couple of thousand $$ or more.
> > >
> >
> > That should be "a couple of HUNDRED THOUSAND $$ or more", sorry. jb
> >
> >
>
>
________________________________________________________________________________
| From: | "Tom Bijou" <Tom(at)bhmassociates.com> |
| Subject: | Re: SB214 - Applies ONLY to 900/1000 models (690D-695A), |
corr...
Nico
The 690 A,B,C have the floor as the bottom of the pressure vessel, the sides
are to the skin. Finding leaks is a bit of a pain and they are easy to
create when interiors are being installed ... also the boots at the rudder
pedals are frequent problem areas on the 690ABC, but on the D and 695 you
have sealing issues around the step so it all about the same. All of them
can be made to pressurize to max with only minor attention.
I fly my 840 to 290 all the time and my 1000 to 350 to top weather and 310
to top the Edwards airspace on my way from Dallas to Monterey CA all the
time. I never have a cabin above 8600 feet in either aircraft, except at FL
350 where the 1000 will creep above 9500 feet.
Tom
----- Original Message -----
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: Commander-List: SB214 - Applies ONLY to 900/1000 models
(690D-695A), corr...
>
> Thanks, Tom. That answers my question about the big picture window.
> If some were only pressurized to the floor, does it mean that they have a
> pressure vessel inside the airframe? If so, how would one ever find a leak
> that's in a hard to reach place?
> I put a little time in a 680FP and the pressure would partly dump every
> couple of minutes above about 12000', making it so uncomfortable that one
> would rather fly it with the pressurization off. The owner said it was the
> door seal but they never fixed it.
>
> Nico
>
>
> ----- Original Message -----
> From: "Tom Bijou" <Tom(at)bhmassociates.com>
> To:
> Subject: Re: Commander-List: SB214 - Applies ONLY to 900/1000 models
> (690D-695A), corr...
>
>
> >
> > I buy and sell a lot of commanders and I have never seen one that cost
> more
> > than $135,000 and that was for an early 900. I also own 96207, which is
> the
> > second to last one made and the estimate for it is$20,000, which I will
> > probably have done next year before I get it painted.
> >
> > In the several I have had done I have never seen any major problems that
> > made me think that the aircraft was about to fall out of the sky, it
sure
> > looks to me like this SB was partly make work for the service centers,
> maybe
> > that is why it took years to turn into a AD. Also the compliance window
> is
> > fairly long ... which you would not see if the wings were about to fall
> off.
> >
> > Most of the work is in the pressure vessel so I do not think you should
> have
> > any concern about it applying to the 690 a,b,c aircraft. These aircraft
> > have a totally different design. The A,B,C are only pressurized to the
> > floor, the D and 695A,B are pressurized to the outer skin. They also
have
> > about 1.0 additional pounds of pressure, which is why the big picture
> window
> > went away, and they have very few parts in common with the earlier
> aircraft.
> >
> > Tom Bijou
> >
> >
> > ----- Original Message -----
> > From: <YOURTCFG(at)aol.com>
> > To:
> > Subject: Re: Commander-List: SB214 - Applies ONLY to 900/1000 models
> > (690D-695A), corr...
> >
> >
> > >
> > > In a message dated 7/13/2003 8:54:34 PM Pacific Standard Time,
> > > YOURTCFG(at)aol.com writes:
> > >
> > > > couple of thousand $$ or more.
> > > >
> > >
> > > That should be "a couple of HUNDRED THOUSAND $$ or more", sorry. jb
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
Commander Fans:
Who's going to Oshkos this year? Is there a parking area set up for the Twin
Commanders. Has anyone made housing arrangements?
We are planning to bring our restored 560A to Oshkosh. We plan to arrive on
Monday 28 July and depart on Saturday 2 August. We'll have 4 open seats from
Seattle or any other airport along our route.
Bill Williams
AirMatrix
17705 49th Place N.E.
KAWO Hangar D
Arlington, WA 98223
360-435-7343
billw@air-matrix.com
www.air-matrix.com
________________________________________________________________________________
| From: | "Jody & Susan Pillatzki" <jpillatzki(at)702com.net> |
Bill
I am going to be there with my 520. It was crunks. Haven't heard about
any Commander Parking but I will be there on Sunday afternoon and have an
ice cold beer ready if you want it.
Jody
----- Original Message -----
From: "Bill Williams" <billw@air-matrix.com>
Subject: Commander-List: Oshkosh
<billw@air-matrix.com>
>
> Commander Fans:
>
> Who's going to Oshkos this year? Is there a parking area set up for the
Twin
> Commanders. Has anyone made housing arrangements?
>
> We are planning to bring our restored 560A to Oshkosh. We plan to arrive
on
> Monday 28 July and depart on Saturday 2 August. We'll have 4 open seats
from
> Seattle or any other airport along our route.
>
> Bill Williams
> AirMatrix
> 17705 49th Place N.E.
> KAWO Hangar D
> Arlington, WA 98223
> 360-435-7343
> billw@air-matrix.com
> www.air-matrix.com
>
>
________________________________________________________________________________
| From: | MOEMILLS(at)aol.com |
| Subject: | Re: SB214 - Applies ONLY to 900/1000 models (690D-695A), |
corr...
Gents,
Concerning the 680F(p), I have just began working on the pressurization
system on N680RR.
Finding leaks in the floor is relatively simple. Take both hoses that go
from the heater box to the cabin loose. Plug one of them and hook your leaf
blower up to the other. Next take the hose loose that is overhead in the baggage
compt. that goes to the over head "eye ball" vents in the top of the cabin and
block it off. Tape off the outflow valve at the front (accessible through
the avonics door on the top of the nose).
Fire up the weed blower and check for leaks on the floor with an old
stethoscope. Obviously the seats and carpets must be removed. We found the worst
leaks around the rudder pedals, the yolk seals (I had to make new ones and get
a
one time field approval), and inside the wing on either side. Yes, the
pressure vessel actually goes out into the wing faring for a short distance.
I feel that the problem of the system releasing pressure from time to time is
due to a door/valve in the temperature dept. When I run the airconditioner
on high, it tends to increase the cabin altitude about 1,000 feet, and the
pressure is more erratic. I just purchased a manometer to build a test rig to
check out the temperature equipped. Leaks around the door tend to be constant,
rather than erratic.
N680RR will now hold an approx. 10,500 cabin at 14,000. If anyone is
interested I will report in a few weeks when time permits further investigation
Moe Mills
N680RR
________________________________________________________________________________
| From: | RnJThompson(at)aol.com |
| Subject: | Re: 680E Runs Down Under |
Hi All,
680E Vh-CAX rran her LH engine for the first time in 10 years.
All is well,no smoke,no oil leaks.
Will run RH as soon as prop gets back from the shop.
3 1/2 years of hard work finally getting there.
Regards,
Richard
________________________________________________________________________________
| From: | "Tylor Hall" <tylor(at)winddancer.aero> |
I will be arriving in Oshkosh on Sunday, July 27. Since 6369U is a 500B, it
was built before 1968 and I will be in the Vintage Aircraft Camping area. I
will be coming in from Kansas City area with lots of open seats.
Thank Bill for putting up with us at Arlington this past weekend. We missed
you Moe. Jim Bob went in and out. We stayed at Bill's hangar.
Regards,
Tylor Hall
Wind Dancer Aviation Services, Inc.
2V1, Pagosa Springs, CO
970-731-2127
Bill
I am going to be there with my 520. It was crunks. Haven't heard about
any Commander Parking but I will be there on Sunday afternoon and have an
ice cold beer ready if you want it.
Jody
----- Original Message -----
From: "Bill Williams" <billw@air-matrix.com>
Subject: Commander-List: Oshkosh
<billw@air-matrix.com>
>
> Commander Fans:
>
> Who's going to Oshkos this year? Is there a parking area set up for the
Twin
> Commanders. Has anyone made housing arrangements?
>
> We are planning to bring our restored 560A to Oshkosh. We plan to arrive
on
> Monday 28 July and depart on Saturday 2 August. We'll have 4 open seats
from
> Seattle or any other airport along our route.
>
> Bill Williams
> AirMatrix
> 17705 49th Place N.E.
> KAWO Hangar D
> Arlington, WA 98223
> 360-435-7343
> billw@air-matrix.com
> www.air-matrix.com
>
>
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
| Subject: | Re: SB214 - Applies ONLY to 900/1000 models (690D-695A), |
corr...
Would something like a sealing compound not assist in seating properly? Or
investment in a pneumatic seal. 10.5 at 14 doesn't sound too great.
Nico
----- Original Message -----
From: <MOEMILLS(at)aol.com>
Subject: Re: Commander-List: SB214 - Applies ONLY to 900/1000 models
(690D-695A), corr...
>
> Gents,
>
> Concerning the 680F(p), I have just began working on the pressurization
> system on N680RR.
>
> Finding leaks in the floor is relatively simple. Take both hoses that go
> from the heater box to the cabin loose. Plug one of them and hook your
leaf
> blower up to the other. Next take the hose loose that is overhead in the
baggage
> compt. that goes to the over head "eye ball" vents in the top of the cabin
and
> block it off. Tape off the outflow valve at the front (accessible through
> the avonics door on the top of the nose).
>
> Fire up the weed blower and check for leaks on the floor with an old
> stethoscope. Obviously the seats and carpets must be removed. We found
the worst
> leaks around the rudder pedals, the yolk seals (I had to make new ones and
get a
> one time field approval), and inside the wing on either side. Yes, the
> pressure vessel actually goes out into the wing faring for a short
distance.
>
> I feel that the problem of the system releasing pressure from time to time
is
> due to a door/valve in the temperature dept. When I run the
airconditioner
> on high, it tends to increase the cabin altitude about 1,000 feet, and the
> pressure is more erratic. I just purchased a manometer to build a test
rig to
> check out the temperature equipped. Leaks around the door tend to be
constant,
> rather than erratic.
>
> N680RR will now hold an approx. 10,500 cabin at 14,000. If anyone is
> interested I will report in a few weeks when time permits further
investigation
>
> Moe Mills
> N680RR
>
>
________________________________________________________________________________
| From: | "Jody & Susan Pillatzki" <jpillatzki(at)702com.net> |
Should I be camping in the vintage section since 411VV is a 1952.
Jody
----- Original Message -----
From: "Tylor Hall" <tylor(at)winddancer.aero>
Subject: RE: Commander-List: Oshkosh
>
> I will be arriving in Oshkosh on Sunday, July 27. Since 6369U is a 500B,
it
> was built before 1968 and I will be in the Vintage Aircraft Camping area.
I
> will be coming in from Kansas City area with lots of open seats.
>
> Thank Bill for putting up with us at Arlington this past weekend. We
missed
> you Moe. Jim Bob went in and out. We stayed at Bill's hangar.
> Regards,
> Tylor Hall
> Wind Dancer Aviation Services, Inc.
> 2V1, Pagosa Springs, CO
> 970-731-2127
>
>
>
> Bill
> I am going to be there with my 520. It was crunks. Haven't heard about
> any Commander Parking but I will be there on Sunday afternoon and have an
> ice cold beer ready if you want it.
> Jody
> ----- Original Message -----
> From: "Bill Williams" <billw@air-matrix.com>
> To:
> Subject: Commander-List: Oshkosh
>
>
> <billw@air-matrix.com>
> >
> > Commander Fans:
> >
> > Who's going to Oshkos this year? Is there a parking area set up for the
> Twin
> > Commanders. Has anyone made housing arrangements?
> >
> > We are planning to bring our restored 560A to Oshkosh. We plan to arrive
> on
> > Monday 28 July and depart on Saturday 2 August. We'll have 4 open seats
> from
> > Seattle or any other airport along our route.
> >
> > Bill Williams
> > AirMatrix
> > 17705 49th Place N.E.
> > KAWO Hangar D
> > Arlington, WA 98223
> > 360-435-7343
> > billw@air-matrix.com
> > www.air-matrix.com
> >
> >
>
>
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: 680E Runs Down Under |
In a message dated 7/14/2003 2:39:59 PM Pacific Standard Time,
RnJThompson(at)aol.com writes:
> 680E Vh-CAX rran her LH engine for the first time in 10 years.
> All is well,no smoke,no oil leaks.
>
GREAT NEWS!! CONGRATULATIONS!! jb
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: SB214 - Applies ONLY to 900/1000 models (690D-695A), |
corr...
In a message dated 7/14/2003 1:21:18 PM Pacific Standard Time,
MOEMILLS(at)aol.com writes:
> If anyone is
> interested
We are interested. jb
________________________________________________________________________________
| From: | Buddy Windham <bw_cycon(at)yahoo.com> |
Hey Guys.........When you arrive in Osh they will park you in the Classic Area
all the way past the home builts, past chopper town and at the end of the south
runway. There are always at least a couple of commander each year. I will be
there again arriving on Sunday also and then departing the end of the first
day of the show. Hope to visit with each of you guys that make it.
Jody & Susan Pillatzki wrote:--> Commander-List message
posted by: "Jody & Susan Pillatzki"
Should I be camping in the vintage section since 411VV is a 1952.
Jody
----- Original Message -----
From: "Tylor Hall"
Subject: RE: Commander-List: Oshkosh
>
> I will be arriving in Oshkosh on Sunday, July 27. Since 6369U is a 500B,
it
> was built before 1968 and I will be in the Vintage Aircraft Camping area.
I
> will be coming in from Kansas City area with lots of open seats.
>
> Thank Bill for putting up with us at Arlington this past weekend. We
missed
> you Moe. Jim Bob went in and out. We stayed at Bill's hangar.
> Regards,
> Tylor Hall
> Wind Dancer Aviation Services, Inc.
> 2V1, Pagosa Springs, CO
> 970-731-2127
>
>
>
> Bill
> I am going to be there with my 520. It was crunks. Haven't heard about
> any Commander Parking but I will be there on Sunday afternoon and have an
> ice cold beer ready if you want it.
> Jody
> ----- Original Message -----
> From: "Bill Williams"
> To:
> Subject: Commander-List: Oshkosh
>
>
>
> >
> > Commander Fans:
> >
> > Who's going to Oshkos this year? Is there a parking area set up for the
> Twin
> > Commanders. Has anyone made housing arrangements?
> >
> > We are planning to bring our restored 560A to Oshkosh. We plan to arrive
> on
> > Monday 28 July and depart on Saturday 2 August. We'll have 4 open seats
> from
> > Seattle or any other airport along our route.
> >
> > Bill Williams
> > AirMatrix
> > 17705 49th Place N.E.
> > KAWO Hangar D
> > Arlington, WA 98223
> > 360-435-7343
> > billw@air-matrix.com
> > www.air-matrix.com
> >
> >
>
>
Buddy Windham, President
Cycon Enterprises, Inc.
General Contractors/Construction Management/Design Build Services
0-608 Quincy Street S.W.
Grandville, Michigan 49418
616 896-6488 office
616 896-6490 fax
---------------------------------
________________________________________________________________________________
| From: | "Tom Fisher" <tfisher(at)commandergroup.bc.ca> |
No, the stone age section...
Tom F. :)
----- Original Message -----
From: "Jody & Susan Pillatzki" <jpillatzki(at)702com.net>
Subject: Re: Commander-List: Oshkosh
>
> Should I be camping in the vintage section since 411VV is a 1952.
> Jody
> ----- Original Message -----
> From: "Tylor Hall" <tylor(at)winddancer.aero>
> To:
> Subject: RE: Commander-List: Oshkosh
>
>
> >
> > I will be arriving in Oshkosh on Sunday, July 27. Since 6369U is a
500B,
> it
> > was built before 1968 and I will be in the Vintage Aircraft Camping
area.
> I
> > will be coming in from Kansas City area with lots of open seats.
> >
> > Thank Bill for putting up with us at Arlington this past weekend. We
> missed
> > you Moe. Jim Bob went in and out. We stayed at Bill's hangar.
> > Regards,
> > Tylor Hall
> > Wind Dancer Aviation Services, Inc.
> > 2V1, Pagosa Springs, CO
> > 970-731-2127
> >
> >
> >
> > Bill
> > I am going to be there with my 520. It was crunks. Haven't heard
about
> > any Commander Parking but I will be there on Sunday afternoon and have
an
> > ice cold beer ready if you want it.
> > Jody
> > ----- Original Message -----
> > From: "Bill Williams" <billw@air-matrix.com>
> > To:
> > Subject: Commander-List: Oshkosh
> >
> >
> > <billw@air-matrix.com>
> > >
> > > Commander Fans:
> > >
> > > Who's going to Oshkos this year? Is there a parking area set up for
the
> > Twin
> > > Commanders. Has anyone made housing arrangements?
> > >
> > > We are planning to bring our restored 560A to Oshkosh. We plan to
arrive
> > on
> > > Monday 28 July and depart on Saturday 2 August. We'll have 4 open
seats
> > from
> > > Seattle or any other airport along our route.
> > >
> > > Bill Williams
> > > AirMatrix
> > > 17705 49th Place N.E.
> > > KAWO Hangar D
> > > Arlington, WA 98223
> > > 360-435-7343
> > > billw@air-matrix.com
> > > www.air-matrix.com
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Jody and Susan Pillatzki" <jpillatzki(at)702com.net> |
They will let me park in the regular camping area right. I want to camp with
my plane. I don't remember there being showers on that end and that is a
long ways to carry beer and ice from the piggly wiggly.
Jody
----- Original Message -----
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Re: Commander-List: Oshkosh
>
> No, the stone age section...
> Tom F. :)
> ----- Original Message -----
> From: "Jody & Susan Pillatzki" <jpillatzki(at)702com.net>
> To:
> Subject: Re: Commander-List: Oshkosh
>
>
>
> >
> > Should I be camping in the vintage section since 411VV is a 1952.
> > Jody
> > ----- Original Message -----
> > From: "Tylor Hall" <tylor(at)winddancer.aero>
> > To:
> > Subject: RE: Commander-List: Oshkosh
> >
> >
>
> > >
> > > I will be arriving in Oshkosh on Sunday, July 27. Since 6369U is a
> 500B,
> > it
> > > was built before 1968 and I will be in the Vintage Aircraft Camping
> area.
> > I
> > > will be coming in from Kansas City area with lots of open seats.
> > >
> > > Thank Bill for putting up with us at Arlington this past weekend. We
> > missed
> > > you Moe. Jim Bob went in and out. We stayed at Bill's hangar.
> > > Regards,
> > > Tylor Hall
> > > Wind Dancer Aviation Services, Inc.
> > > 2V1, Pagosa Springs, CO
> > > 970-731-2127
> > >
> > >
> > >
> > > Bill
> > > I am going to be there with my 520. It was crunks. Haven't heard
> about
> > > any Commander Parking but I will be there on Sunday afternoon and have
> an
> > > ice cold beer ready if you want it.
> > > Jody
> > > ----- Original Message -----
> > > From: "Bill Williams" <billw@air-matrix.com>
> > > To:
> > > Subject: Commander-List: Oshkosh
> > >
> > >
> > > <billw@air-matrix.com>
> > > >
> > > > Commander Fans:
> > > >
> > > > Who's going to Oshkos this year? Is there a parking area set up for
> the
> > > Twin
> > > > Commanders. Has anyone made housing arrangements?
> > > >
> > > > We are planning to bring our restored 560A to Oshkosh. We plan to
> arrive
> > > on
> > > > Monday 28 July and depart on Saturday 2 August. We'll have 4 open
> seats
> > > from
> > > > Seattle or any other airport along our route.
> > > >
> > > > Bill Williams
> > > > AirMatrix
> > > > 17705 49th Place N.E.
> > > > KAWO Hangar D
> > > > Arlington, WA 98223
> > > > 360-435-7343
> > > > billw@air-matrix.com
> > > > www.air-matrix.com
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Howard Windham" <bw_cycon(at)yahoo.com> |
Jody, it's not that bad, they have showers, concession stands, etc. at
that end also. The reason they put us down there is due to the size of
our planes. They will also put us on the outside roll (runway side).
It makes for great viewing under your wing for the flyby's. Check the
eaa web site for information. See you there.
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Jody and
Susan Pillatzki
Subject: Re: Commander-List: Oshkosh
They will let me park in the regular camping area right. I want to camp
with
my plane. I don't remember there being showers on that end and that is a
long ways to carry beer and ice from the piggly wiggly.
Jody
----- Original Message -----
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Re: Commander-List: Oshkosh
>
> No, the stone age section...
> Tom F. :)
> ----- Original Message -----
> From: "Jody & Susan Pillatzki" <jpillatzki(at)702com.net>
> To:
> Subject: Re: Commander-List: Oshkosh
>
>
>
> >
> > Should I be camping in the vintage section since 411VV is a 1952.
> > Jody
> > ----- Original Message -----
> > From: "Tylor Hall" <tylor(at)winddancer.aero>
> > To:
> > Subject: RE: Commander-List: Oshkosh
> >
> >
>
> > >
> > > I will be arriving in Oshkosh on Sunday, July 27. Since 6369U is
a
> 500B,
> > it
> > > was built before 1968 and I will be in the Vintage Aircraft
Camping
> area.
> > I
> > > will be coming in from Kansas City area with lots of open seats.
> > >
> > > Thank Bill for putting up with us at Arlington this past weekend.
We
> > missed
> > > you Moe. Jim Bob went in and out. We stayed at Bill's hangar.
> > > Regards,
> > > Tylor Hall
> > > Wind Dancer Aviation Services, Inc.
> > > 2V1, Pagosa Springs, CO
> > > 970-731-2127
> > >
> > >
> > >
> > > Bill
> > > I am going to be there with my 520. It was crunks. Haven't
heard
> about
> > > any Commander Parking but I will be there on Sunday afternoon and
have
> an
> > > ice cold beer ready if you want it.
> > > Jody
> > > ----- Original Message -----
> > > From: "Bill Williams" <billw@air-matrix.com>
> > > To:
> > > Subject: Commander-List: Oshkosh
> > >
> > >
> > > <billw@air-matrix.com>
> > > >
> > > > Commander Fans:
> > > >
> > > > Who's going to Oshkos this year? Is there a parking area set up
for
> the
> > > Twin
> > > > Commanders. Has anyone made housing arrangements?
> > > >
> > > > We are planning to bring our restored 560A to Oshkosh. We plan
to
> arrive
> > > on
> > > > Monday 28 July and depart on Saturday 2 August. We'll have 4
open
> seats
> > > from
> > > > Seattle or any other airport along our route.
> > > >
> > > > Bill Williams
> > > > AirMatrix
> > > > 17705 49th Place N.E.
> > > > KAWO Hangar D
> > > > Arlington, WA 98223
> > > > 360-435-7343
> > > > billw@air-matrix.com
> > > > www.air-matrix.com
> > > >
> > > >
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Harry Merritt" <avtec2(at)bellsouth.net> |
| Subject: | Re: 680E Runs Down Under |
Good Morning CAPT. 222
What about the nose gear parts i shipped.
God bless
HM
----- Original Message -----
From: YOURTCFG(at)aol.com
To: commander-list(at)matronics.com
Sent: Monday, July 14, 2003 8:30 PM
Subject: Re: Commander-List: Re: 680E Runs Down Under
In a message dated 7/14/2003 2:39:59 PM Pacific Standard Time,
RnJThompson(at)aol.com writes:
> 680E Vh-CAX rran her LH engine for the first time in 10 years.
> All is well,no smoke,no oil leaks.
>
GREAT NEWS!! CONGRATULATIONS!! jb
________________________________________________________________________________
| Subject: | Re: 680E Runs Down Under |
| From: | Russell Legg <rlegg(at)austarnet.com.au> |
G'day Richard,
Congratulations on another milestone achieved!
Cheers and beers
Russell
On 15/7/03 7:08 AM, "RnJThompson(at)aol.com" wrote:
>
> Hi All,
>
> 680E Vh-CAX rran her LH engine for the first time in 10 years.
> All is well,no smoke,no oil leaks.
>
> Will run RH as soon as prop gets back from the shop.
>
> 3 1/2 years of hard work finally getting there.
>
> Regards,
>
> Richard
>
>
>
>
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: 680E Runs Down Under |
Congrats to you.
I hope to start my newly overhauled engine in another two weeks when I can
get there to do it.
bilbo
----- Original Message -----
From: <RnJThompson(at)aol.com>
Subject: Commander-List: Re: 680E Runs Down Under
>
> Hi All,
>
> 680E Vh-CAX rran her LH engine for the first time in 10 years.
> All is well,no smoke,no oil leaks.
>
> Will run RH as soon as prop gets back from the shop.
>
> 3 1/2 years of hard work finally getting there.
>
> Regards,
>
> Richard
>
>
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
From: "Bruce Case" <bcase(at)attg.net>
Subject: RE: 680FL
Date: Mon, 14 Jul 2003 22:58:30 -0400
Hi,
In the article on Tom Fischer's 500B he mentioned he wanted to replace it with
a 680FL.
I have a very low time (2100 hrs. airframe) 680FL with new engines, props, fuel
cells, windows, etc. If you could forward my email and/or phone to Tom, I would
be grateful.
Sincerely,
Bruce Case
561 628-1191
bcase(at)dellepro.com
Hi,
In the article on Tom Fischer's 500B he mentioned
he wanted to replace it with a 680FL.
I have a very low time (2100 hrs. airframe) 680FL
with new engines, props, fuel cells, windows, etc. If you could forward my
email and/or phone to Tom, I would be grateful.
Sincerely,
Bruce Case
561 628-1191
bcase(at)dellepro.com
________________________________________________________________________________
| From: | RnJThompson(at)aol.com |
| Subject: | Re: 680E Runs Down Under |
Hi Mate,
Thanks for the congrats.
Did you get my email about the 680?
Did you enjoy your holiday ?
Regards,
Richard
________________________________________________________________________________
| Subject: | Wind storm, San Marcos, Texas |
I understand a wind storm badly damaged some aircraft at San Marcos, Texas
recently.
N6E, a Model 681, s/n 6002 was mentioned.
Does anyone know if it survied OK?
Best Regards,
Barry Collman (UK)
________________________________________________________________________________
| From: | "Howard Windham" <bw_cycon(at)yahoo.com> |
| Subject: | Wind storm, San Marcos, Texas |
Sir Barry:
Have you made your travel plans to Dayton this year? I'm game for
picking you up like last year if you need a lift. Please advise.
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Barry
Collman
Subject: Commander-List: Wind storm, San Marcos, Texas
<barry.collman@air-britain.co.uk>
I understand a wind storm badly damaged some aircraft at San Marcos,
Texas
recently.
N6E, a Model 681, s/n 6002 was mentioned.
Does anyone know if it survied OK?
Best Regards,
Barry Collman (UK)
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: 680E Runs Down Under |
In a message dated 7/15/2003 3:02:58 PM Pacific Standard Time,
RnJThompson(at)aol.com writes:
> Hi Mate,
>
> Thanks for the congrats.
>
> Did you get my email about the 680?
>
> Did you enjoy your holiday ?
>
> Regards,
I spoke with Ernie this morning, the hub is on its way. Soon you will be
"synching them up" jb
________________________________________________________________________________
| From: | "Harry Merritt" <avtec2(at)bellsouth.net> |
| Subject: | Re: 680E Runs Down Under |
Yes Buddy
The First blade Failed, Taking the secong today!
Harry
----- Original Message -----
From: RnJThompson(at)aol.com
To: commander-list(at)matronics.com
Sent: Tuesday, July 15, 2003 6:01 PM
Subject: Re: Commander-List: Re: 680E Runs Down Under
Hi Mate,
Thanks for the congrats.
Did you get my email about the 680?
Did you enjoy your holiday ?
Regards,
Richard
________________________________________________________________________________
| Subject: | Re: Commander SIGHTING |
| From: | tom_kinnaird(at)bankone.com |
07/16/2003 08:45:33 AM
My son gave me a call at work on the "Red Phone" saying that there was a
beautiful maroon commander (159X) at Bowman (KLOU). Since we are
"commander-starved" here in Louisville, KY it is quite a treat to see a
real one!! We went out the next afternoon and, by coincidence, arrived just
in time to meet the pilot/owner. I think his name is Dave Gotty (?). He
said they are suppose to be doing a feature article on his plane in the
next Commander newsletter. It will be titled "Got To Get A Faster
Commander" as his wife went into labor and while flying to the hospital
they had to divert becasue she was not going to make it!!! He just got the
plane (500A) out of the paint shop and she is gorgeous!! They had a long
flight home (Bahamas ?) so she probably had a full load because she did not
climb out like "a homesick angel"!!! - hot day too - but hey who's
complaining, we enjoyed the lingering view!!!
This transmission may contain information that is privileged, confidential and/or
exempt from disclosure under applicable law. If you are not the intended recipient,
you are hereby notified that any disclosure, copying, distribution, or
use of the information contained herein (including any reliance thereon) is
STRICTLY PROHIBITED. If you received this transmission in error, please immediately
contact the sender and destroy the material in its entirety, whether in
electronic or hard copy format. Thank you.
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Speedbird Concord |
This is not a Commander entry but it is an entry about another dying breed.
www.ba-concordecollection.com
bilbo
________________________________________________________________________________
| From: | "Patrick Nickles" <aerocommander(at)nickles.cc> |
| Subject: | High airframe hours a problem??? |
I'm currently looking @ several different planes (690's, 840's, etc.) most
of which have 8,000-10,000 hours TT. In the past I would have likely not
even looked @ a plane with this many hours, but is the Twin Commander
different/more sturdy than other planes?
I've been told by a few people that the Twin Commander is the ONLY airframe
they'd be comfortable flying in with that many hours. Does anyone have any
major reservations about these aircraft?
I suppose the question is this - Should I buy a high quality high-time Twin
Commander that suits my "profile" or should I buy a medium-time TC that
would require a lot of TLC?
Also, am I going to lose my shirt when it's time to resell an airplane w/
12,000 hrs?
Any/all feedback would be appreciated.
Pat Nickles
________________________________________________________________________________
| From: | ProgSearch(at)aol.com |
| Subject: | Re: High airframe hours a problem??? |
Pat,
I have flown 500B Commanders with more than 20,000 hrs TTAF. I know your not
looking at piston models, but I thought I would tell you about my experience
with the 500B. They are safe and solid machines.
Kevin Coons
________________________________________________________________________________
| From: | "John Vormbaum" <john(at)vormbaum.com> |
| Subject: | Re: High airframe hours a problem??? |
Hi Pat,
My 500B has over 21,000 hours on the airframe. There are Commanders out
there flying freight with higher times than mine. I've also flown several
Commanders with <3,000 TT, and I can't tell the difference. Mine still feels
solid as a rock.
I have been told by many Commander authorities that the useful *economic*
lifespan of an Aero Commander airframe is greater than 35,000 hours. Also
keep in mind that Twin Commander Corp. is Grand-Renaissancing turbine
commmanders and reselling them as "new" (zero-time) airframes.
Someone like Wing Commander Gordon can probably give you better info than me
on the turbines, but I would imagine that a high-time turbine would be a
great value. I'm sure the pressurization system might need a little TLC in
an airplane of that age, but the rest of it should still be a-one.
Good luck,
/John
----- Original Message -----
From: "Patrick Nickles" <aerocommander(at)nickles.cc>
Subject: Commander-List: High airframe hours a problem???
>
> I'm currently looking @ several different planes (690's, 840's, etc.) most
> of which have 8,000-10,000 hours TT. In the past I would have likely not
> even looked @ a plane with this many hours, but is the Twin Commander
> different/more sturdy than other planes?
>
>
> I've been told by a few people that the Twin Commander is the ONLY
airframe
> they'd be comfortable flying in with that many hours. Does anyone have
any
> major reservations about these aircraft?
>
>
> I suppose the question is this - Should I buy a high quality high-time
Twin
> Commander that suits my "profile" or should I buy a medium-time TC that
> would require a lot of TLC?
>
>
> Also, am I going to lose my shirt when it's time to resell an airplane w/
> 12,000 hrs?
>
>
> Any/all feedback would be appreciated.
>
>
> Pat Nickles
>
>
________________________________________________________________________________
| From: | "Lowell Girod" <dongirod(at)earthlink.net> |
"Commander-List Digest Server"
| Subject: | Hydraulic Accumulator |
Bilbo;
My 560E has a hydraulic accumulator diaphragm leak, it doesn't hold pressure.
Also this makes, so I am told by my mechanic, the hyd. gage fluctuate between
1000 - 1200 psi.. and this he says is bad for the pumps and the lines and
seals. I tend to agree on a 3000 PSI hyd. system, but not sure about on our
Commanders. Believe you has some problems with yours awhile back, so would like
your opinion, cost to fix it is between $ 500 and a thousand, so I am told.
Thanks, Don
Lowell Girod
dongirod(at)earthlink.net
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: Hydraulic Accumulator |
In a message dated 7/17/2003 12:06:35 PM Pacific Standard Time,
dongirod(at)earthlink.net writes:
> My 560E has a hydraulic accumulator diaphragm leak
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: Hydraulic Accumulator |
In a message dated 7/17/2003 12:06:35 PM Pacific Standard Time,
dongirod(at)earthlink.net writes:
> My 560E has a hydraulic accumulator diaphragm leak
HI DON.
I would recommend fixing the diaphragm (assuming you can find
one) It will cause the unloading valve to do the work of the accumulator and
it will be the next to go. I have flow Commanders with blow accumulators for
extended time, not knowing any better. The airplane eventually broke a hard
line in the belly of the airplane that I attributed to the constant "bang" of
the unloading valve. It caused the brake system to fail, and I ran of the end
of the runway (no damage) "You can pay me now, or pay me latter" jb
________________________________________________________________________________
| From: | CloudCraft(at)aol.com |
| Subject: | Re: High airframe hours a problem??? |
In a message dated 07/17/03 05:39:40 Pacific Daylight Time,
aerocommander(at)nickles.cc writes:
> I suppose the question is this - Should I buy a high quality high-time Twin
> Commander that suits my "profile" or should I buy a medium-time TC that
> would require a lot of TLC?
>
Pat,
Lots of material here to cover, but I'll try to keep my free advice short.
Oh -- and my free advice is worth every penny, so pay attention.
Do not fear a well maintained, high time Commander airframe. Are they
different than other products? I'm inclined to say yes, but so are the proud
Cessna, Beech and Piper owners who want to believe in thier airframes.
I will tell you that a sheet metal mechanic from United Air Lines was
moonlighting at Morris Kernick's and the first time he crawled under a Commander
to
repair damage on a belly of piston model, he was "astonished" at the
construction methods used. I was there to hear him rave about the Commander structure.
Also remember that this line of aircraft was designed by Ted Smith and his
buddies at Douglas Aircraft at the close of WW II. This team had designed the
A-20 Havoc and the A-26. This was the design mindset.
It's true that Rockwell was the entity that developed the AC-690 and handed
the type certificate on to Gulfstream for the AC-840, 980, 900 and 1000, but I
don't think the parts count or construction technique dropped off in the
evolution.
I digress. You ask a more interesting question about finding an airplane
that fits your profile. Yes, Man! Buy what you want. If you want a project
airplane to putter with on weekends, get one.
If you want high quality, turn key transportation and can afford it, get on
with it. People buy airplanes for different reasons; decide what it is you
really want.
It's not unique to Commanders, but very true: Commanders like to be flown.
The more they fly, the better they remain.
This presumes proper maintenance and not a previous owner who brags about how
cheap it is to operate his airplane while passing the legacy of his "thrift"
on to the next owner. (I know who is shaking his head right now ...)
I'm going to guess that you're looking at a high time Turbo Commander being
offered by a Twin Commander service center. Negotiate a warranty in to the
purchase and spend more time researching cycle times and life limited parts in
the engines that will cost you money in the near term.
By that, I'm pointing out things like stators and turbine wheels that are
subject to ADs limiting cycles or times on the (Honeywell AlliedSignal) Garrette
engines.
As it's been said of any turbo prop, "The value of the airplane is hanging on
the wing in the form of the time remaining on the engines." (Time remaining
to O/H, hot section, life limited components, etc.)
It's a buyer's market, so you have some strength going if you're a serious
customer.
Go get her!
Wing Commander Gordon
________________________________________________________________________________
| From: | RnJThompson(at)aol.com |
| Subject: | Re: Hydraulic Accumulator |
Hi Don,
Diaphrams for the origional style accumulators are very hard to find. The
last one I saw had a cure date of 1967. I have replaced mine with a two piece one
that was used extensively in WW2 aircraft like P47. It is dimensionally the
same size and diaphrms are easily and cheaply availiable. I can not remember
the make or P/N but will look today and mail the numbers later. Do not use the
plane for any length of time without it as your control/unloader valve will
take a hammering. I would imagine a new or O/H Vickers unloader valve would cost
a pretty penny.
Have a great day,
Richard
________________________________________________________________________________
| From: | "Lowell Girod" <dongirod(at)earthlink.net> |
| Subject: | Re: Hydraulic Accumulator |
Capt. Jimbob;
I'm convinced, will await Richard's answer on the two piece diaphragm.
I
was a little more fortunate than you, I had a cylinder head temp. gage go
out and was fixing it, then the other one got erratic and needed cleaned,
next I had a puddle of red fluid on the ground, running off the nose gear
door. A pin hole in the right brake line, probably would not have found it
if not parked running the engines for the cyl. head gage. That is the way
I like my problems, parked on the ground!
Thanks, Don
> [Original Message]
> From: <YOURTCFG(at)aol.com>
> To:
> Date: 7/17/2003 2:06:15 PM
> Subject: Re: Commander-List: Hydraulic Accumulator
>
>
> In a message dated 7/17/2003 12:06:35 PM Pacific Standard Time,
> dongirod(at)earthlink.net writes:
>
> > My 560E has a hydraulic accumulator diaphragm leak
>
> HI DON.
>
> I would recommend fixing the diaphragm (assuming you can
find
> one) It will cause the unloading valve to do the work of the accumulator
and
> it will be the next to go. I have flow Commanders with blow accumulators
for
> extended time, not knowing any better. The airplane eventually broke a
hard
> line in the belly of the airplane that I attributed to the constant
"bang" of
> the unloading valve. It caused the brake system to fail, and I ran of
the end
> of the runway (no damage) "You can pay me now, or pay me latter" jb
>
>
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | Hydraulic Accumulator |
I don't know if the system is the same but I lost all hydraulic fluid four
times before we finally discovered what it was. that is not on the approved
list of fun things to do. We thought it was a line the first time, then we
thought we had overheated the pumps and had them resealed, then we replaced
all the lines in and out of the pumps, then finally settled on the
accumulator and that stoped the fluid loss. I think there is a different
system that will replace the old style but we had already replaced mine with
the old type.
Jim Addington (500A)
N444BD
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
YOURTCFG(at)aol.com
Subject: Re: Commander-List: Hydraulic Accumulator
In a message dated 7/17/2003 12:06:35 PM Pacific Standard Time,
dongirod(at)earthlink.net writes:
> My 560E has a hydraulic accumulator diaphragm leak
HI DON.
I would recommend fixing the diaphragm (assuming you can
find
one) It will cause the unloading valve to do the work of the accumulator and
it will be the next to go. I have flow Commanders with blow accumulators
for
extended time, not knowing any better. The airplane eventually broke a hard
line in the belly of the airplane that I attributed to the constant "bang"
of
the unloading valve. It caused the brake system to fail, and I ran of the
end
of the runway (no damage) "You can pay me now, or pay me latter" jb
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Hydraulic Accumulator |
Are we talking about the accumulator on the back wall of the baggage
compartment that is about the size of a 20 oz. Pepsi bottle?
bilbo
----- Original Message -----
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: RE: Commander-List: Hydraulic Accumulator
>
> I don't know if the system is the same but I lost all hydraulic fluid four
> times before we finally discovered what it was. that is not on the
approved
> list of fun things to do. We thought it was a line the first time, then we
> thought we had overheated the pumps and had them resealed, then we
replaced
> all the lines in and out of the pumps, then finally settled on the
> accumulator and that stoped the fluid loss. I think there is a different
> system that will replace the old style but we had already replaced mine
with
> the old type.
>
> Jim Addington (500A)
> N444BD
>
>
> -----Original Message-----
> From: owner-commander-list-server(at)matronics.com
> [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
> YOURTCFG(at)aol.com
> To: commander-list(at)matronics.com
> Subject: Re: Commander-List: Hydraulic Accumulator
>
>
> In a message dated 7/17/2003 12:06:35 PM Pacific Standard Time,
> dongirod(at)earthlink.net writes:
>
> > My 560E has a hydraulic accumulator diaphragm leak
>
> HI DON.
>
> I would recommend fixing the diaphragm (assuming you can
> find
> one) It will cause the unloading valve to do the work of the accumulator
and
> it will be the next to go. I have flow Commanders with blow accumulators
> for
> extended time, not knowing any better. The airplane eventually broke a
hard
> line in the belly of the airplane that I attributed to the constant "bang"
> of
> the unloading valve. It caused the brake system to fail, and I ran of the
> end
> of the runway (no damage) "You can pay me now, or pay me latter" jb
>
>
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | Hydraulic Accumulator |
The one I had to replace was the one in the left wheelwell.
Jim
N444BD
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill Bow
Subject: Re: Commander-List: Hydraulic Accumulator
Are we talking about the accumulator on the back wall of the baggage
compartment that is about the size of a 20 oz. Pepsi bottle?
bilbo
----- Original Message -----
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: RE: Commander-List: Hydraulic Accumulator
>
> I don't know if the system is the same but I lost all hydraulic fluid four
> times before we finally discovered what it was. that is not on the
approved
> list of fun things to do. We thought it was a line the first time, then we
> thought we had overheated the pumps and had them resealed, then we
replaced
> all the lines in and out of the pumps, then finally settled on the
> accumulator and that stoped the fluid loss. I think there is a different
> system that will replace the old style but we had already replaced mine
with
> the old type.
>
> Jim Addington (500A)
> N444BD
>
>
> -----Original Message-----
> From: owner-commander-list-server(at)matronics.com
> [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
> YOURTCFG(at)aol.com
> To: commander-list(at)matronics.com
> Subject: Re: Commander-List: Hydraulic Accumulator
>
>
> In a message dated 7/17/2003 12:06:35 PM Pacific Standard Time,
> dongirod(at)earthlink.net writes:
>
> > My 560E has a hydraulic accumulator diaphragm leak
>
> HI DON.
>
> I would recommend fixing the diaphragm (assuming you can
> find
> one) It will cause the unloading valve to do the work of the accumulator
and
> it will be the next to go. I have flow Commanders with blow accumulators
> for
> extended time, not knowing any better. The airplane eventually broke a
hard
> line in the belly of the airplane that I attributed to the constant "bang"
> of
> the unloading valve. It caused the brake system to fail, and I ran of the
> end
> of the runway (no damage) "You can pay me now, or pay me latter" jb
>
>
________________________________________________________________________________
| From: | "Bill Bow" <bowing74(at)earthlink.net> |
| Subject: | Re: Hydraulic Accumulator |
I've seen it. What is supposed to be the charge of that one?
bilbo
----- Original Message -----
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: RE: Commander-List: Hydraulic Accumulator
>
> The one I had to replace was the one in the left wheelwell.
>
> Jim
> N444BD
>
> -----Original Message-----
> From: owner-commander-list-server(at)matronics.com
> [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill Bow
> To: commander-list(at)matronics.com
> Subject: Re: Commander-List: Hydraulic Accumulator
>
>
> Are we talking about the accumulator on the back wall of the baggage
> compartment that is about the size of a 20 oz. Pepsi bottle?
>
> bilbo
> ----- Original Message -----
> From: "Jim Addington" <jtaddington(at)charter.net>
> To:
> Subject: RE: Commander-List: Hydraulic Accumulator
>
>
>
> >
> > I don't know if the system is the same but I lost all hydraulic fluid
four
> > times before we finally discovered what it was. that is not on the
> approved
> > list of fun things to do. We thought it was a line the first time, then
we
> > thought we had overheated the pumps and had them resealed, then we
> replaced
> > all the lines in and out of the pumps, then finally settled on the
> > accumulator and that stoped the fluid loss. I think there is a different
> > system that will replace the old style but we had already replaced mine
> with
> > the old type.
> >
> > Jim Addington (500A)
> > N444BD
> >
> >
> > -----Original Message-----
> > From: owner-commander-list-server(at)matronics.com
> > [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
> > YOURTCFG(at)aol.com
> > To: commander-list(at)matronics.com
> > Subject: Re: Commander-List: Hydraulic Accumulator
> >
> >
> >
> > In a message dated 7/17/2003 12:06:35 PM Pacific Standard Time,
> > dongirod(at)earthlink.net writes:
> >
> > > My 560E has a hydraulic accumulator diaphragm leak
> >
> > HI DON.
> >
> > I would recommend fixing the diaphragm (assuming you can
> > find
> > one) It will cause the unloading valve to do the work of the accumulator
> and
> > it will be the next to go. I have flow Commanders with blow
accumulators
> > for
> > extended time, not knowing any better. The airplane eventually broke a
> hard
> > line in the belly of the airplane that I attributed to the constant
"bang"
> > of
> > the unloading valve. It caused the brake system to fail, and I ran of
the
> > end
> > of the runway (no damage) "You can pay me now, or pay me latter" jb
> >
> >
>
>
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | Hydraulic Accumulator |
I looked in the book to make sure, it should be charged to 600 psi of dry
air or nitrogen. There is not a gage you can check which I don't understand
why not, so to get a true reading is hard. The turbine commanders had one
and I am looking it to putting in my plane. This is an important item
because it is the damper for the system and it taxies badly when the
pressure is down. I bought a nitrogen regulator and put it in the plane
because I have needed to service it when they had the bottle but no
regulator that would fit my fittings. I did not talk about it when we talked
with Al but you should get a copy of the service manual and the parts manual
and put in the plane so if something happened at a place where no one is
familiar with Commanders they have something to go by. It has saved me some
headaches even on my own field when the regular person I use was not here.
Jim
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill Bow
Subject: Re: Commander-List: Hydraulic Accumulator
I've seen it. What is supposed to be the charge of that one?
bilbo
----- Original Message -----
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: RE: Commander-List: Hydraulic Accumulator
>
> The one I had to replace was the one in the left wheelwell.
>
> Jim
> N444BD
>
> -----Original Message-----
> From: owner-commander-list-server(at)matronics.com
> [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill Bow
> To: commander-list(at)matronics.com
> Subject: Re: Commander-List: Hydraulic Accumulator
>
>
> Are we talking about the accumulator on the back wall of the baggage
> compartment that is about the size of a 20 oz. Pepsi bottle?
>
> bilbo
> ----- Original Message -----
> From: "Jim Addington" <jtaddington(at)charter.net>
> To:
> Subject: RE: Commander-List: Hydraulic Accumulator
>
>
>
> >
> > I don't know if the system is the same but I lost all hydraulic fluid
four
> > times before we finally discovered what it was. that is not on the
> approved
> > list of fun things to do. We thought it was a line the first time, then
we
> > thought we had overheated the pumps and had them resealed, then we
> replaced
> > all the lines in and out of the pumps, then finally settled on the
> > accumulator and that stoped the fluid loss. I think there is a different
> > system that will replace the old style but we had already replaced mine
> with
> > the old type.
> >
> > Jim Addington (500A)
> > N444BD
> >
> >
> > -----Original Message-----
> > From: owner-commander-list-server(at)matronics.com
> > [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
> > YOURTCFG(at)aol.com
> > To: commander-list(at)matronics.com
> > Subject: Re: Commander-List: Hydraulic Accumulator
> >
> >
> >
> > In a message dated 7/17/2003 12:06:35 PM Pacific Standard Time,
> > dongirod(at)earthlink.net writes:
> >
> > > My 560E has a hydraulic accumulator diaphragm leak
> >
> > HI DON.
> >
> > I would recommend fixing the diaphragm (assuming you can
> > find
> > one) It will cause the unloading valve to do the work of the accumulator
> and
> > it will be the next to go. I have flow Commanders with blow
accumulators
> > for
> > extended time, not knowing any better. The airplane eventually broke a
> hard
> > line in the belly of the airplane that I attributed to the constant
"bang"
> > of
> > the unloading valve. It caused the brake system to fail, and I ran of
the
> > end
> > of the runway (no damage) "You can pay me now, or pay me latter" jb
> >
> >
>
>
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: Hydraulic Accumulator |
In a message dated 7/18/2003 12:27:32 PM Pacific Standard Time,
bowing74(at)earthlink.net writes:
> Are we talking about the accumulator on the back wall of the baggage
> compartment that is about the size of a 20 oz. Pepsi bottle
Nope, that is the gear blowdown bottle. The accumulator is in the LH gear
well, on the right side. Looks like a cylinder, about 3" in diameter. jb
________________________________________________________________________________
| From: | "Phil Stubbs" <br549phil(at)mindspring.com> |
Does anyone have a Cleveland conversion kit #199-88 (single caliper) or
know a reasonably priced source for this?
Phil
Phil Stubbs
br549phil(at)mindspring.com
Why Wait? Move to EarthLink.
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
In a message dated 7/18/2003 5:29:33 PM Pacific Standard Time,
br549phil(at)mindspring.com writes:
> Does anyone have a Cleveland conversion kit #199-88 (single caliper) or
> know a reasonably priced source for this?
> Phil
Bill Williams, Air Matrix just ordered a set for their 560A. Dont knw where
he but it is 4 - 6 weeks. jb
________________________________________________________________________________
| From: | "Chris Wall" <cwall(at)worldflight2000.com> |
>Does anyone have a Cleveland conversion kit #199-88 (single caliper) or
>know a reasonably priced source for this?
>Phil
The single caliper brakes works extremely well on the lighter commanders. I have
installed two sets one on a 560E and another on a 560A and was very happy with
the braking performance and handling of the airplane. The only draw back
is that nobody has one in stock. I ordered it from aircraft spruce and it costs
about $2800 to $2900. They will promise you that it will be delivered in 30
days, which is what cleveland tells them. Both of mine showed up almost exactly
3 months later. Hope this helps.
Chris
________________________________________________________________________________
| From: | "MASULLO" <amasullo(at)ig.com.br> |
| Subject: | Fw: About pusating pressure indication(500 S) |
Please,does anyone know if is it normal a pulsating pressure between 900 psi and
1075 psi during all normal flight long.
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | Fw: About pusating pressure indication(500 S) |
Check the accumulator pressure in the left wheel well. In flight you can
push on the brake peddles for about 3 or 4 seconds, that will stop mine from
going high.
Jim A
N444BD
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of MASULLO
Subject: Commander-List: Fw: About pusating pressure indication(500 S)
Please,does anyone know if is it normal a pulsating pressure between 900 psi
and 1075 psi during all normal flight long.
________________________________________________________________________________
| From: | "Rae A. Williams" <rambud(at)knology.net> |
| Subject: | Re: Fw: About pusating pressure indication(500 S) |
On my Commander that is an indication that I am getting low on hydraulic
fluid in the tank in the left wheel well.
Bud
----- Original Message -----
From: "MASULLO" <amasullo(at)ig.com.br>
Subject: Commander-List: Fw: About pusating pressure indication(500 S)
>
>
> Please,does anyone know if is it normal a pulsating pressure between 900
psi and 1075 psi during all normal flight long.
>
>
________________________________________________________________________________
| From: | CloudCraft(at)aol.com |
| Subject: | Re: Fw: About pusating pressure indication(500 S) |
In a message dated 7/19/03 2:33:27 PM Pacific Daylight Time,
jtaddington(at)charter.net writes:
> Please,does anyone know if is it normal a pulsating pressure between 900
> psi
> and 1075 psi during all normal flight long.
>
No, it's not normal but it's common. Aside from the good advice you've
received from others, let me suggest a cheap remedy that may even work:
Where is your flap handle? In the neutral detent? Maybe it's not really in
neutral. Try positioning it a bit in the "neutral detent" area and you may see
the pressure fluctuation stop.
If that does not help -- many neutral detents have worn to a point where the
flap selector is really routing pressure to the flaps -- look into rebuilding
your flap / landing gear selector valve located below the center pedestal.
Wing Commander Gordon
________________________________________________________________________________
| Subject: | Re: Fw: About pusating pressure indication(500 S) |
if your hydraulic accumulator needs service, it is normal. al hoffman
The best thing to hit the internet in years - Juno SpeedBand!
Surf the web up to FIVE TIMES FASTER!
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
| Subject: | Re: Hydraulic Accumulator |
Lowell,
I am certain somebody will come up with the derails, but find a more modern
and much cheaper accumulator, and fit it under a field approval.
Cheers,
Bill Hamilton.
>
>Bilbo;
> My 560E has a hydraulic accumulator diaphragm leak, it doesn't hold
> pressure. Also this makes, so I am told by my mechanic, the hyd. gage
> fluctuate between 1000 - 1200 psi.. and this he says is bad for the pumps
> and the lines and seals. I tend to agree on a 3000 PSI hyd. system, but
> not sure about on our Commanders. Believe you has some problems with
> yours awhile back, so would like your opinion, cost to fix it is between
> $ 500 and a thousand, so I am told.
>Thanks, Don
>
>Lowell Girod
>dongirod(at)earthlink.net
>
>
________________________________________________________________________________
| From: | Bill Hamilton <fighterf(at)ozemail.com.au> |
| Subject: | Hydraulic Accumulator |
Folks,
There is a system accumulator, and the emergency gear extension nitrogen
cylinder,
my previous remarks were directed to the system accumulator in the baggage
area, on the bulkhead.
Regards,
Bill Hamilton.
>
>
>I looked in the book to make sure, it should be charged to 600 psi of dry
>air or nitrogen. There is not a gage you can check which I don't understand
>why not, so to get a true reading is hard. The turbine commanders had one
>and I am looking it to putting in my plane. This is an important item
>because it is the damper for the system and it taxies badly when the
>pressure is down. I bought a nitrogen regulator and put it in the plane
>because I have needed to service it when they had the bottle but no
>regulator that would fit my fittings. I did not talk about it when we talked
>with Al but you should get a copy of the service manual and the parts manual
>and put in the plane so if something happened at a place where no one is
>familiar with Commanders they have something to go by. It has saved me some
>headaches even on my own field when the regular person I use was not here.
>
>Jim
>
>
>-----Original Message-----
>From: owner-commander-list-server(at)matronics.com
>[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill Bow
>To: commander-list(at)matronics.com
>Subject: Re: Commander-List: Hydraulic Accumulator
>
>
>I've seen it. What is supposed to be the charge of that one?
>
>bilbo
>
>----- Original Message -----
>From: "Jim Addington" <jtaddington(at)charter.net>
>To:
>Subject: RE: Commander-List: Hydraulic Accumulator
>
>
>
> >
> > The one I had to replace was the one in the left wheelwell.
> >
> > Jim
> > N444BD
> >
> > -----Original Message-----
> > From: owner-commander-list-server(at)matronics.com
> > [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Bill Bow
> > To: commander-list(at)matronics.com
> > Subject: Re: Commander-List: Hydraulic Accumulator
> >
> >
> >
> > Are we talking about the accumulator on the back wall of the baggage
> > compartment that is about the size of a 20 oz. Pepsi bottle?
> >
> > bilbo
> > ----- Original Message -----
> > From: "Jim Addington" <jtaddington(at)charter.net>
> > To:
> > Subject: RE: Commander-List: Hydraulic Accumulator
> >
> >
> >
> > >
> > > I don't know if the system is the same but I lost all hydraulic fluid
>four
> > > times before we finally discovered what it was. that is not on the
> > approved
> > > list of fun things to do. We thought it was a line the first time, then
>we
> > > thought we had overheated the pumps and had them resealed, then we
> > replaced
> > > all the lines in and out of the pumps, then finally settled on the
> > > accumulator and that stoped the fluid loss. I think there is a different
> > > system that will replace the old style but we had already replaced mine
> > with
> > > the old type.
> > >
> > > Jim Addington (500A)
> > > N444BD
> > >
> > >
> > > -----Original Message-----
> > > From: owner-commander-list-server(at)matronics.com
> > > [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of
> > > YOURTCFG(at)aol.com
> > > To: commander-list(at)matronics.com
> > > Subject: Re: Commander-List: Hydraulic Accumulator
> > >
> > >
> > >
> > > In a message dated 7/17/2003 12:06:35 PM Pacific Standard Time,
> > > dongirod(at)earthlink.net writes:
> > >
> > > > My 560E has a hydraulic accumulator diaphragm leak
> > >
> > > HI DON.
> > >
> > > I would recommend fixing the diaphragm (assuming you can
> > > find
> > > one) It will cause the unloading valve to do the work of the accumulator
> > and
> > > it will be the next to go. I have flow Commanders with blow
>accumulators
> > > for
> > > extended time, not knowing any better. The airplane eventually broke a
> > hard
> > > line in the belly of the airplane that I attributed to the constant
>"bang"
> > > of
> > > the unloading valve. It caused the brake system to fail, and I ran of
>the
> > > end
> > > of the runway (no damage) "You can pay me now, or pay me latter" jb
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | CloudCraft(at)aol.com |
| Subject: | Re: Hydraulic Accumulator |
In a message dated 07/20/03 22:42:57 Pacific Daylight Time,
fighterf(at)ozemail.com.au writes:
> Folks,
> There is a system accumulator, and the emergency gear extension nitrogen
> cylinder,
> my previous remarks were directed to the system accumulator in the baggage
> area, on the bulkhead.
> Regards,
> Bill Hamilton.
>
Let's clarify the clarification.
The accumulator -- also serving as the loading / unloading valve -- is in the
left hand wheel well, upper, forward and has a Schraeder (sp?) valve on it to
bring the nitrogen pressure up to 600 psi.
There is no gauge on this; pressure is checked when a nitrogen tank is hooked
up and the regulator on the filler tank is set at 600 psi by the mechanic.
Low pressure in this canister (as little as 50 psi off) or over-all
deterioration of this component causes the hydraulic slam during taxi and/or allows
a
fluctuating system pressure when no demand is present.
On the FLAT NACELLE models, there is a metal "bottle" on the aft baggage
bulkhead . This is the nitrogen container for the pneumatic side of the outboard
main landing gear actuators. (Outboard main landing gear actuators are
hydraulic up, pneumatic down.)
This pressure is read on the small pressure gauge in the left wheel well,
inboard side, above the inboard gear door. This pressure should be in the 325
psi range.
The nitrogen bottle for emergency landing gear extension has nothing to do
with a fluctuating system hydraulic pressure.
Just a note here for those new to the Commander, or those shopping. The 325
psi for emergency landing gear extension is not a value where "more is
better." Over-pressure in the pneumatic actuators will slow gear retraction as
the
1000 psi hydraulic pressure system has to overcome the nitrogen pressure on the
gear's up swing.
Also understand that this so-called "emergency" nitrogen system is working
with every landing gear extension. The 1000 psi hydraulic pressure on the
inboard actuators happens to eclipse the 325 psi nitrogen pressure of the pneumatic
actuators ... but it's there all the time if ever needed, should the
hydraulic system pressure fail.
Wing Commander Gordon
________________________________________________________________________________
| From: | "Ricardo A. Otaola" <otayca(at)telcel.net.ve> |
| Subject: | Re: URGENT...part needed. |
Harry:
I am waiting for you regarding the RG-9790-2 fuel electric pump and valve
for the AC-680F. Any news??
----- Original Message -----
From: "Harry Merritt" <avtec2(at)bellsouth.net>
Subject: Re: Commander-List: URGENT...part needed.
>
> 321 267-3141
> ----- Original Message -----
> From: Ricardo A. Otaola
> To: commander-list(at)matronics.com
> Sent: Thursday, July 10, 2003 2:21 PM
> Subject: Re: Commander-List: URGENT...part needed.
>
>
>
> I have tried severla times to call you but I can not get through. Is
that
> the correct number??
>
>
> ----- Original Message -----
> From: "Harry Merritt" <avtec2(at)bellsouth.net>
> To:
> Subject: Re: Commander-List: URGENT...part needed.
>
>
>
> >
> > i Have a Servicable Enging and stand by Pump
> > Harry
> > 321 256-3141
> > ----- Original Message -----
> > From: Ricardo A. Otaola
> > To: commander-list(at)matronics.com
> > Sent: Tuesday, July 08, 2003 5:59 PM
> > Subject: Re: Commander-List: URGENT...part needed.
> >
> >
>
> >
> > Hi there:
> >
> > On the same token, on my 680F I need the fuel pump part #
RG-167857.
> > Randy, what are you lookin for. I will try and find it down here.
> >
> > Barry, I ran into N9382R downhere in Venezuela. Any news??
> >
> >
> > ----- Original Message -----
> > From: "Randy Dettmer" <rcdettmer(at)charter.net>
> > To:
> > Subject: Commander-List: URGENT...part needed.
> >
> >
> >
> > >
> > > Trying to get my 680F out of annual this week for a scheduled trip
> Friday.
> > > Morris tells me that I need a new structural channel on top of the
> Left
> > > Engine nacelle - Part #5260020-207, Left hand outboard channel,
for
> > > airplanes serial numbers 1031 and up ONLY. Parts Manual Vol 2
Chapter
> 10,
> > > page 31, item 105.
> > >
> > > Can anybody help...ASAP..??
> > >
> > > Thanks,
> > >
> > > Randy Dettmer
> > > 680F/N6253X
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Re: URGENT...part needed. |
In a message dated 7/21/2003 6:57:48 AM Pacific Standard Time,
otayca(at)telcel.net.ve writes:
> I am waiting for you regarding the RG-9790-2 fuel electric pump and valve
> for the AC-680F. Any news??
>
Contact Commander Aero 937-885-5580, ask for Gary or Jack Chappell
909-371-7513. jb
________________________________________________________________________________
| From: | "Kerry Johnson" <kerry(at)kvelectric.com> |
| Subject: | Vickers AA13010 on e bay. |
A few posts back someone mentioned how hard it would be to get a replacement
Vickers something or other. Sorry I didn't catch the who story. Anyway,
there is a Vickers AA13010 for sale on e bay right now and so far no one has
bid on it. It's in e bay Motors, Parts & Accessories - Aviation - Parts.
Here's the link:
http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&rd=1&category=26439
&item=2424678161
________________________________________________________________________________
| From: | "Patrick Nickles" <aerocommander(at)nickles.cc> |
| Subject: | 840 vs. Cessna Conquest II (w/ Dash-10 conversions) |
I've received a lot of good feedback but still have a few questions.
Does anyone have experience flying both an 840 and a Conquest? Can anyone
give me a firsthand opinion of which one they'd prefer OWN (financial) and
fly (safety)? (I realize the opinions I'm going to get might be biased
coming from the TCFG but I want to have some "ammo" to discuss the aircraft
w/ my partners. Please try to be objective.)
Specific questions:
#1 - Does Twin Commander Corp. have a tendency to price-gouge when it comes
to spare parts? We've heard grumbling from a few current owners. (I.e.
"They seem to work to make up AD's just to force us to spend money on the
plane.")
#2 - Spare parts support? I'm assuming the Conquest would have a big
advantage here.? I know piston owners are frequently scrambling, but what
about the turboprops? Same problem? (We want to buy a plane I can expect
99% utilization out of. I.e. When something breaks, we want to be able to
call the factory, order a spare and have it sent overnight so we can get
back in the air. Is this too much to ask?)
#3 - Maintenance support? We happen to live in Oklahoma City so there's no
better place to base a TC, but what happens when you're "out in the field".
Is there ample knowledge of the Twin Commander to have problems worked on
competently?
My preference is still leaning toward the TwinCommander but I am concerned
about whether or not the factory is going to be around to support the
product line 2-3 years from now. (I'm currently flying a single-engine
Commander (factory now bankrupt), so I learned this lesson the hard way.)
;-)
Thanks for any further input ---
Pat Nickles
________________________________________________________________________________
| From: | "Tom Bijou" <tom(at)bhmassociates.com> |
| Subject: | 840 vs. Cessna Conquest II (w/ Dash-10 conversions) |
Patrick
I am an active dealer in the owner flown market, dealing in King Airs
,commanders, conquests, TBMs, and citations and feel qualified to answer
your question as I gamble my own money buying inventory for resale.
I believe Twin Commanders have the BEST service and support network of the
turbo prop brands, and that includes the King Air. When I pull into a Twin
Commander service center I get service, support and my aircraft fixed ...
are parts expensive... sure but that has more to do with it being an
aircraft than a commander, some king air parts are damn expensive and unless
for a current production 200 or 350 hard to get.
You talk about you commander single being a orphan without support, well I
think the conquest is about the same. When I get a Citation serviced a
great service center network is available ... but for the conquest the
service is down the street, Cessna does not work on them and you some times
get the feeling that they would like to forget they ever made them.
My advice may be biased, I have three commanders in inventory and one
brokered listing along with a Citation 1SP, (www.bhmassociates.com) so my
advice may be slanted by the investment I have ... but I selected this
investment mix because it represents the best value to the buyer and is more
likely to result in satisfied customers who will come back for a future
aircraft upgrade.
BTW to one of your earlier posts, high time commanders can be safe reliable
aircraft, but do not get confused, a low time aircraft is almost always a
better investment when it comes time to sell. I know of a 8000 hour 690
with good engine times that you could buy for $200,000 ... but it has been
for sale while $900,000 - $1,700,000 commanders have come on the market and
sold. It may not make perfect sense, but it is the way the market works.
Tom Bijou
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Patrick
Nickles
Subject: Commander-List: 840 vs. Cessna Conquest II (w/ Dash-10
conversions)
I've received a lot of good feedback but still have a few questions.
Does anyone have experience flying both an 840 and a Conquest? Can anyone
give me a firsthand opinion of which one they'd prefer OWN (financial) and
fly (safety)? (I realize the opinions I'm going to get might be biased
coming from the TCFG but I want to have some "ammo" to discuss the aircraft
w/ my partners. Please try to be objective.)
Specific questions:
#1 - Does Twin Commander Corp. have a tendency to price-gouge when it comes
to spare parts? We've heard grumbling from a few current owners. (I.e.
"They seem to work to make up AD's just to force us to spend money on the
plane.")
#2 - Spare parts support? I'm assuming the Conquest would have a big
advantage here.? I know piston owners are frequently scrambling, but what
about the turboprops? Same problem? (We want to buy a plane I can expect
99% utilization out of. I.e. When something breaks, we want to be able to
call the factory, order a spare and have it sent overnight so we can get
back in the air. Is this too much to ask?)
#3 - Maintenance support? We happen to live in Oklahoma City so there's no
better place to base a TC, but what happens when you're "out in the field".
Is there ample knowledge of the Twin Commander to have problems worked on
competently?
My preference is still leaning toward the TwinCommander but I am concerned
about whether or not the factory is going to be around to support the
product line 2-3 years from now. (I'm currently flying a single-engine
Commander (factory now bankrupt), so I learned this lesson the hard way.)
;-)
Thanks for any further input ---
Pat Nickles
________________________________________________________________________________
| From: | MOEMILLS(at)aol.com |
Dear Barry,
Did you receive the second copy of "In Flight USA" (July 2003, Commander
History, Part 2), or did the US Post Office loose it before it got to the end of
our block. If you did not receive it, we have another copy which can be sent.
Best regards,
Moe Mills
N680RR
________________________________________________________________________________
| From: | "Harry Merritt" <avtec2(at)bellsouth.net> |
| Subject: | Re: URGENT...part needed. |
I Have the Pumps and Motors, Capt> Jim Bob want you to purchase from Commander
Aero!@@!@!
If You still want The Pump and motors Let me Know ASAP1
Thanks Harry
----- Original Message -----
From: Ricardo A. Otaola
To: commander-list(at)matronics.com
Sent: Monday, July 21, 2003 10:00 AM
Subject: Re: Commander-List: URGENT...part needed.
Harry:
I am waiting for you regarding the RG-9790-2 fuel electric pump and valve
for the AC-680F. Any news??
----- Original Message -----
From: "Harry Merritt" <avtec2(at)bellsouth.net>
To:
Subject: Re: Commander-List: URGENT...part needed.
>
> 321 267-3141
> ----- Original Message -----
> From: Ricardo A. Otaola
> To: commander-list(at)matronics.com
> Sent: Thursday, July 10, 2003 2:21 PM
> Subject: Re: Commander-List: URGENT...part needed.
>
>
>
> I have tried severla times to call you but I can not get through. Is
that
> the correct number??
>
>
> ----- Original Message -----
> From: "Harry Merritt" <avtec2(at)bellsouth.net>
> To:
> Subject: Re: Commander-List: URGENT...part needed.
>
>
>
> >
> > i Have a Servicable Enging and stand by Pump
> > Harry
> > 321 256-3141
> > ----- Original Message -----
> > From: Ricardo A. Otaola
> > To: commander-list(at)matronics.com
> > Sent: Tuesday, July 08, 2003 5:59 PM
> > Subject: Re: Commander-List: URGENT...part needed.
> >
> >
>
> >
> > Hi there:
> >
> > On the same token, on my 680F I need the fuel pump part #
RG-167857.
> > Randy, what are you lookin for. I will try and find it down here.
> >
> > Barry, I ran into N9382R downhere in Venezuela. Any news??
> >
> >
> > ----- Original Message -----
> > From: "Randy Dettmer" <rcdettmer(at)charter.net>
> > To:
> > Subject: Commander-List: URGENT...part needed.
> >
> >
> >
> > >
> > > Trying to get my 680F out of annual this week for a scheduled trip
> Friday.
> > > Morris tells me that I need a new structural channel on top of the
> Left
> > > Engine nacelle - Part #5260020-207, Left hand outboard channel,
for
> > > airplanes serial numbers 1031 and up ONLY. Parts Manual Vol 2
Chapter
> 10,
> > > page 31, item 105.
> > >
> > > Can anybody help...ASAP..??
> > >
> > > Thanks,
> > >
> > > Randy Dettmer
> > > 680F/N6253X
> > >
> > >
> >
> >
>
>
________________________________________________________________________________
| From: | "Stan" <swperk(at)earthlink.net> |
| Subject: | New to the group--hello! |
Hello all,
I just joined the TCFG and look forward to a lot of good times with all of
you.
I received my student pilot training in my dad's 680E, got my pilot's
license (multi engine rating only) on my 17th birthday, and had to
temporarily "unlearn" Commander flying to get my single engine rating a few
months later in a 172.
My dad has owned two 680Es and a 680W, so we both have a lot of time in
Commanders and are fairly familiar with their strong and weak points. My dad
sold his 680W in the early 80's, and although I've flown other twins since
then (mainly a friend's Baron), we are itching to get back into a Commander.
We like the 680FLP and 685, but *really* want a Turbo if it's feasible.
We've looked at a number of ads, and talked to several people, but are
always interested in new opinions, insights, and leads. We would like to
keep the "out the door" price (purchase plus all necessary repairs,
inspections, and annual) under $250K. We've heard about a few relatively
cheap "project" planes out there, and although we're not averse to buying
one that needs work, it would have to be one that will be worth what we put
into it when all is said and done. We definitely don't want to end up with a
gorgeous, well-equipped Commander that can't be flown because of a mandatory
repair that costs more than the whole aircraft would be worth, or even
worse, needing an essential part that is no longer available.
I welcome all advice. Thanks in advance!
Stan Perkins
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
| Subject: | Re: New to the group--hello! |
That's a novel approach: ab initio training in a 680E.
Welcome Stan.
Nico
----- Original Message -----
From: "Stan" <swperk(at)earthlink.net>
Subject: Commander-List: New to the group--hello!
>
> Hello all,
>
> I just joined the TCFG and look forward to a lot of good times with all of
> you.
>
> I received my student pilot training in my dad's 680E, got my pilot's
> license (multi engine rating only) on my 17th birthday, and had to
> temporarily "unlearn" Commander flying to get my single engine rating a
few
> months later in a 172.
>
> My dad has owned two 680Es and a 680W, so we both have a lot of time in
> Commanders and are fairly familiar with their strong and weak points. My
dad
> sold his 680W in the early 80's, and although I've flown other twins since
> then (mainly a friend's Baron), we are itching to get back into a
Commander.
> We like the 680FLP and 685, but *really* want a Turbo if it's feasible.
>
> We've looked at a number of ads, and talked to several people, but are
> always interested in new opinions, insights, and leads. We would like to
> keep the "out the door" price (purchase plus all necessary repairs,
> inspections, and annual) under $250K. We've heard about a few relatively
> cheap "project" planes out there, and although we're not averse to buying
> one that needs work, it would have to be one that will be worth what we
put
> into it when all is said and done. We definitely don't want to end up with
a
> gorgeous, well-equipped Commander that can't be flown because of a
mandatory
> repair that costs more than the whole aircraft would be worth, or even
> worse, needing an essential part that is no longer available.
>
> I welcome all advice. Thanks in advance!
>
> Stan Perkins
>
>
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Fwd: Turbine Overhaul Management software - ARMS |
From: "Miguel Foncerrada" <miguelf(at)ibapps.com>
Subject: Turbine Overhaul Management software - ARMS
Date: Wed, 23 Jul 2003 13:42:00 -0700
Dear Sirs,
The ARMS (Aerospace Repairable Management System) is designed for managing
the repair and overhaul of Turbines. It easily capture all costs and
turn-around-times to help complete the work on schedule and on budget. It
makes quoting and invoicing a repair and overhaul an easy process by
capturing expenses and performing automatic markups.
Could you please forward this to the appropriate person within your company
that is in charge of computer systems.
To see a demonstration of the software please view:
http://www.ibapps.com/html/woturbine.htm.
Should you desire more information please contact me at 858-674-7377 or via
E-mail for an electronic brochure or a software demonstration.
Thank you and Best Regards,
Miguel Foncerrada
==================================================
Miguel Foncerrada
ARMS - Aerospace Repairable Management System
Internet Business Applications, Inc. www.ibapps.com
185 West F Street, Ste. 100
San Diego, CA 92101
Direct: 858-674-7377
Mobile: 858-204-3258
Office: 619-234-5830
miguelf(at)ibapps.com
________________________________________________________________________________
| From: | MOEMILLS(at)aol.com |
| Subject: | Re: New to the group--hello! |
Dear Stan,
Welcome to the group!
If you purchase a 680F(p) or a 680Fp you can avoid the dreaded rotary
poisoning which is so common on the turbine models. (Just kidding, I am in the
piston business.)
Seriously, I have a 680F(p) and love it. The wing spar AD on this model is
not as severe as it is on several other models.
Best regards,
Moe Mills
N680RR
________________________________________________________________________________
| From: | "william bow" <bowing74(at)earthlink.net> |
| Subject: | Re: New to the group--hello! |
Welcome Stan.
bilbo
----- Original Message -----
From: "Stan" <swperk(at)earthlink.net>
Subject: Commander-List: New to the group--hello!
>
> Hello all,
>
> I just joined the TCFG and look forward to a lot of good times with all of
> you.
>
> I received my student pilot training in my dad's 680E, got my pilot's
> license (multi engine rating only) on my 17th birthday, and had to
> temporarily "unlearn" Commander flying to get my single engine rating a
few
> months later in a 172.
>
> My dad has owned two 680Es and a 680W, so we both have a lot of time in
> Commanders and are fairly familiar with their strong and weak points. My
dad
> sold his 680W in the early 80's, and although I've flown other twins since
> then (mainly a friend's Baron), we are itching to get back into a
Commander.
> We like the 680FLP and 685, but *really* want a Turbo if it's feasible.
>
> We've looked at a number of ads, and talked to several people, but are
> always interested in new opinions, insights, and leads. We would like to
> keep the "out the door" price (purchase plus all necessary repairs,
> inspections, and annual) under $250K. We've heard about a few relatively
> cheap "project" planes out there, and although we're not averse to buying
> one that needs work, it would have to be one that will be worth what we
put
> into it when all is said and done. We definitely don't want to end up with
a
> gorgeous, well-equipped Commander that can't be flown because of a
mandatory
> repair that costs more than the whole aircraft would be worth, or even
> worse, needing an essential part that is no longer available.
>
> I welcome all advice. Thanks in advance!
>
> Stan Perkins
>
>
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
I have a question about propellors in general and some of you guys are very
knowledgeable on technical matters. I have learned more about seemingly
simple issues here than anywhere in a course or book about general aviation.
It has to do with the aspect ratio of a propellor blade. From what I
remember from groundschool is that higher aspect ratio airfoils have lower
drag and are more conducive to higher altitude flying, while lower aspect
ratios would be more useful in slow speed, lower altitude flying. If the
propellor blade is nothing other than a rotating airfoil, then why do some
aircraft (turbines particularly) have high aspect ratio blades while others
seem to have low aspect ratio blades, which make them appear rather short
and stubby, like the Piper Meridian and the Pilatus. Don't turbines perform
better at high altitudes, excluding the Cessna 208 perhaps, and would,
therefore, do better with high aspect ratio blades?
Nico
----- Original Message -----
From: <MOEMILLS(at)aol.com>
Subject: Re: Commander-List: New to the group--hello!
>
> Dear Stan,
>
> Welcome to the group!
>
> If you purchase a 680F(p) or a 680Fp you can avoid the dreaded rotary
> poisoning which is so common on the turbine models. (Just kidding, I am
in the
> piston business.)
>
> Seriously, I have a 680F(p) and love it. The wing spar AD on this model
is
> not as severe as it is on several other models.
>
> Best regards,
>
> Moe Mills
> N680RR
>
>
________________________________________________________________________________
| Subject: | [ Jim Addington ] : New Email List Photo Share Available! |
| From: | Email List Photo Shares <pictures(at)matronics.com> |
A new Email List Photo Share is available:
Poster: Jim Addington
Subject: 500A Logo
http://www.matronics.com/photoshare/jtaddington@charter.net.07.27.2003/index.html
o Main Photo Share Index
http://www.matronics.com/photoshare
o Submitting a Photo Share
If you wish to submit a Photo Share of your own, please include the
following information along with your email message and files:
1) Email List or Lists that they are related to:
2) Your Full Name:
3) Your Email Address:
4) One line Subject description:
5) Multi-line, multi-paragraph description of topic:
6) One-line Description of each photo or file:
Email the information above and your files and photos to:
pictures(at)matronics.com
________________________________________________________________________________
| From: | "Tom Fisher" <tfisher(at)commandergroup.bc.ca> |
| Subject: | Re: New Email List Photo Share |
It would be better if you could post a higher resolution image then the one
that is there now.
Tom F.
----- Original Message -----
From: "Email List Photo Shares" <pictures(at)matronics.com>
Subject: Commander-List: [ Jim Addington ] : New Email List Photo Share
Available!
>
>
> A new Email List Photo Share is available:
>
> Poster: Jim Addington
>
>
> Subject: 500A Logo
>
>
http://www.matronics.com/photoshare/jtaddington@charter.net.07.27.2003/index
.html
>
>
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | Re: New Email List Photo Share |
This was scanned as I do not have a digital camera. I will check and see if
I can find someone that does and re do it.
Jim
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Tom
Fisher
Subject: Commander-List: Re: New Email List Photo Share
It would be better if you could post a higher resolution image then the one
that is there now.
Tom F.
----- Original Message -----
From: "Email List Photo Shares" <pictures(at)matronics.com>
Subject: Commander-List: [ Jim Addington ] : New Email List Photo Share
Available!
>
>
> A new Email List Photo Share is available:
>
> Poster: Jim Addington
>
>
> Subject: 500A Logo
>
>
http://www.matronics.com/photoshare/jtaddington@charter.net.07.27.2003/index
.html
>
>
________________________________________________________________________________
| From: | "Tom Fisher" <tfisher(at)commandergroup.bc.ca> |
| Subject: | Re: New Email List Photo Share |
You could increase the number of dots per inch on the scan.
Tom F.
----- Original Message -----
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: RE: Commander-List: Re: New Email List Photo Share
>
> This was scanned as I do not have a digital camera. I will check and see
if
> I can find someone that does and re do it.
>
> Jim
>
> -----Original Message-----
> From: owner-commander-list-server(at)matronics.com
> [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Tom
> Fisher
> To: commander-list(at)matronics.com
> Subject: Commander-List: Re: New Email List Photo Share
>
>
>
>
> It would be better if you could post a higher resolution image then the
one
> that is there now.
>
> Tom F.
>
> ----- Original Message -----
> From: "Email List Photo Shares" <pictures(at)matronics.com>
> To: "Email List Photo Shares"
> Subject: Commander-List: [ Jim Addington ] : New Email List Photo Share
> Available!
>
>
>
> >
> >
> > A new Email List Photo Share is available:
> >
> > Poster: Jim Addington
> >
> >
> > Subject: 500A Logo
> >
> >
>
http://www.matronics.com/photoshare/jtaddington@charter.net.07.27.2003/index
> .html
> >
> >
>
>
________________________________________________________________________________
| From: | "Jim Addington" <jtaddington(at)charter.net> |
| Subject: | Re: New Email List Photo Share |
It sure helps to have friends that know these things. It will take me a few
days to get it recopied but I will try that.
Thanks
Jim
-----Original Message-----
From: owner-commander-list-server(at)matronics.com
[mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Tom
Fisher
Subject: Re: Commander-List: Re: New Email List Photo Share
You could increase the number of dots per inch on the scan.
Tom F.
----- Original Message -----
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: RE: Commander-List: Re: New Email List Photo Share
>
> This was scanned as I do not have a digital camera. I will check and see
if
> I can find someone that does and re do it.
>
> Jim
>
> -----Original Message-----
> From: owner-commander-list-server(at)matronics.com
> [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Tom
> Fisher
> To: commander-list(at)matronics.com
> Subject: Commander-List: Re: New Email List Photo Share
>
>
>
>
> It would be better if you could post a higher resolution image then the
one
> that is there now.
>
> Tom F.
>
> ----- Original Message -----
> From: "Email List Photo Shares" <pictures(at)matronics.com>
> To: "Email List Photo Shares"
> Subject: Commander-List: [ Jim Addington ] : New Email List Photo Share
> Available!
>
>
>
> >
> >
> > A new Email List Photo Share is available:
> >
> > Poster: Jim Addington
> >
> >
> > Subject: 500A Logo
> >
> >
>
http://www.matronics.com/photoshare/jtaddington@charter.net.07.27.2003/index
> .html
> >
> >
>
>
________________________________________________________________________________
| From: | "Chris Wall" <cwall(at)worldflight2000.com> |
I will be flying a 500A Colemill, with the new owner, from LA(John
Wayne) to Oshkosh hope to be leaving evening of July 29 and going as far
as weather and fatigue will allow. Probably head in the direction of
Albuquerque and then north from there. Would anybody along the way like
a ride. We plan to be headed back evening of August 5. If you want a
ride call me 979-218-9888 or if you are up at Oshkosh lets get together
for a beer. The plane we are taking is N811D.
With that said- Hi everyone. Sorry I have been so quiet lately. Life is
good I have been working on numerous commanders and flying all over the
country. Earlier in the month I was down in Orlando working on 333BE
and beautiful 500A Colemill. Bill Boughan is the proud owner of the
airplane. Bill is another one of the many voyeurs on the chat group.
The plane has been having numerous fuel problems. At first we traced it
to vapor lock on the left side and determined that firesleeve would help
solve the problem. After firesleeving all the hoses the problem was
solved. That is for 5 hours the plane worked perfectly until we were
flying out of key west at night cutting across the water and the right
engine started acting up with erratic fuel flow. The boost pump helped
to smooth things out. We replaced the engine driven pump on the right
engine and that solved the problem. Several flights later the left
engine started acting up and we replaced the fuel pump on the left
engine. Life was good for several more hours then today the right engine
starting surging and the boost pump only partially resolved the erratic
fuel flow. The mags check out fine and all other indications show the
engine to be running well, be the old girl is being a real pain and
problems with the fuel system defy all logic. Any thoughts on this
would be helpful.
On a more positive note I did the prebuy on Gary Tillman's 500A and have
been working with Alan Kucheck on his purchase of the aircraft. I
accepted the aircraft on Alan's behalf on July 17. Gary Tillman and I
flew up to Chattanooga to have lunch with Gary Gadbury. Gadbury took us
out to an excellent Thai food restaurant and we had a nice lunch. On
the 17th I flew the plane down to College Station TX, where I worked on
the plane for several days. On July 25 my girlfriend Jill(MEII) and I
flew the plane from College Station to John Wayne via El Paso and
Sedona. Over the weekend Alan got to take his first trip in the plane.
We went up to Oakland for the weekend. Alan is a fresh multi engine
pilot but is catching on very quickly. We did have a vapor lock problem
on his airplane on the way home. Level at 10k the plane was fine. We
took it up to 11k and level off and the right engine started coughing
until I turned on the boost pumps. Later I turned off the boost pump on
the left side to see if it was also vapor locked and sure enough it was.
We are going to be firesleeving all of the fuel lines very soon.
Hope all is well in Commander Land.
Chris wall
________________________________________________________________________________
| From: | "css nico" <nico(at)cybersuperstore.com> |
| Subject: | Gripe or squawk sheet |
Got this from a friend.
Nico
Subject: The Gripe Sheet
After every flight, pilots fill out a form called a gripe sheet, which
conveys to the mechanics any problem they had with the airplane during the
flight.
The mechanics read and correct the problem, and then explain in writing
on the lower half of the form what remedial action was taken. The pilot
reviews the gripe sheets before the next flight.
Never let it be said that ground crews and engineers lack a sense of
humor. Here are some actual maintenance problems submitted by Qantas pilots
and the solutions recorded by maintenance engineers. By the way, Qantas is
the only major airline that has never had an accident.
(P = The problem logged by the pilot.)
(S = The solution and action taken by the engineer.)
P: Left inside main tyre almost needs replacement.
S: Almost replaced left inside main tyre.
P: Test flight OK, except auto-land very rough.
S: Auto-land not installed on this aircraft.
P: Something loose in cockpit.
S: Something tightened in cockpit.
P: Dead bugs on windshield.
S: Live bugs on backorder.
P: Autopilot in altitude-hold mode produces a 200 feet-per-minute
descent.
S: Cannot reproduce problem on ground.
P: Evidence of leak on right main landing gear.
S: Evidence removed.
P: DME volume unbelievably loud.
S: DME volume set to more believable level.
P: Friction locks cause throttle levers to stick.
S: That's what they're there for.
P: IFF inoperative.
S: IFF always inoperative in OFF mode.
P: Suspected crack in windshield.
S: Suspect you're right.
P: Number 3 engine missing.
S: Engine found on right wing after brief search.
P: Aircraft handles funny.
S: Aircraft warned to straighten up, fly right, and be serious.
P: Target radar hums.
S: Reprogrammed target radar with lyrics.
P: Mouse in cockpit.
S: Cat installed.
________________________________________________________________________________
| From: | YOURTCFG(at)aol.com |
| Subject: | Fwd: Twin Commander windhields for sale |
From: "jetparts" <jetparts(at)msn.com>
Subject: Twin Commander windhields for sale
Date: Mon, 28 Jul 2003 09:16:39 -0500
If you know of anyone who might need Twin Commander windshields please
forward our info.
We supply quality repaired windshields with 8130-3 and one year warranty.
thanks
Wilson Shuptrine
Jet Components
972 217 9401
972 217 1701 FAX
________________________________________________________________________________
| From: | "Jerry Sprayberry" <capnspray(at)hotmail.com> |
| Subject: | Re: Fwd: Twin Commander windhields for sale |
Do yo have Aero Commander 680F(P) Windshields for sale??
Jerry Sprayberry
----- Original Message -----
From: <YOURTCFG(at)aol.com>
Subject: Commander-List: Fwd: Twin Commander windhields for sale
>
>
> From: "jetparts" <jetparts(at)msn.com>
> To:
> Subject: Twin Commander windhields for sale
> Date: Mon, 28 Jul 2003 09:16:39 -0500
>
> If you know of anyone who might need Twin Commander windshields please
> forward our info.
>
> We supply quality repaired windshields with 8130-3 and one year warranty.
>
> thanks
>
June 15, 2003 - August 03, 2003
Commander-Archive.digest.vol-ba