Commander-Archive.digest.vol-bz

April 02, 2006 - April 27, 2006



      >Dolores capitis non fero. Eos do.
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From: "css nico" <nico(at)cybersuperstore.com>
Subject: Amazing Aerial stunt
Date: Apr 02, 2006
Here is one of the greatest aerial movies I have ever seen. Discovery Channel rocks! http://www.teletuition.org/documents/Aviation/movies/ and click on Plane2planeFreefall.wmv Thanks Nico PS. My server might be overwhelmed by a lot of activity. If it times-out, please try back in a couple of minutes. ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: MR RPM Turbos
Date: Apr 02, 2006
Tylor, I uploaded your pictures to http://www.teletuition.org/panels.htm and click on 4-01-2006 Thanks Nico ----- Original Message ----- From: "Tylor Hall" <tylor.hall(at)sbcglobal.net> Cc: "css nico" Sent: Sunday, April 02, 2006 8:11 PM Subject: Re: MR RPM Turbos > Mike, > Great panel. I have not seen the engine instruments stacked like you > have done. > Looks very clean. > > Could you make a set of photos of your aircraft the panel, and the > installation? > A lot of guys would like to see it. > Nico has a web site that has a lot of photos of lots of Twin Commanders. > > I would like to see the move of the oil cooler and the turbos inside > of the cowling. > > Tyor > > > On Apr 1, 2006, at 1:18 PM, mike floyd wrote: > > > Tylor > > Flew her today as an experimental. > > Oil cooled nice no problems there. > > Climbed from 780 ft to 14,000 in 12 mins. > > Only snag was after an extended climb at best rate of climb LH > > engine was right at the red line on the CHT. > > After looking at the seal on the fwd top baffle in the nose bowl > > found 2 spots big enough to get my hand through, will fix tomorrow. > > We easily maintained 11,500 on 1 engine. > > Monday we should be able to get her back in the normal, utility > > catagory, get a special flight permit to allow a flight back to KEAT. > > Attached is a picture and the gauges say it all. > > > > Mike Floyd > > > > > ________________________________________________________________________________
From: "Moe" <moe(at)rosspistons.com>
Subject: Bondo
Date: Apr 03, 2006
Commander Drivers, Thanks very much for all of the information on dent filling. Here is the deal...Recently I picked up some ice very quickly, and when the hot props went on there was a little ice slinging episode which knocked our some body filler that had been previously installed. The dents were no worse than before, and were in the rounded part of the top of the fuselage (part of the pressure vessel and above the thick panel which is made to take the hit). Problem was, three pieces of body filler, about the size of a quarter each, missing do not look too good. Over the week end the Poly-Fiber Superfil Epoxy from Aircraft Spruce and Specialty was used. There is actually an STC for its use. It appears to work quite well. Regards, Moe ________________________________________________________________________________
From: "Moe" <moe(at)rosspistons.com>
Subject: Accident
Date: Apr 03, 2006
Gents, >From our local Sunday paper... "The pilot of a twin-engine plane that crashed in the Angeles National Forest was identified Saturday as a 50 year-old Las Vegas man. John Rice died in the roughly 3 p.m. crash Thursday about 3 miles north of La Canada Flintridge just east of Angeles Crest Highway, according to Kelly Yagerlener of the coroner's office. No one else was on board the 1977 Rockwell Commander registered to John and Jeannie Rice. The National Transportation Safety Board is handling the investigation." Does anyone have additional information? Moe ________________________________________________________________________________
Date: Apr 03, 2006
From: swperk(at)earthlink.net
Subject: Re: Accident
Hi Moe, I heard it originally reported as a Twin Commander, but it was actually a Commander 112 TCA, N4641W. I saw a brief video clip on a news broadcast, and from what they showed I could tell it was definitely not a twin. It's always sad to lose one, and my condolences go out to their family and friends. Stan N681SP -----Original Message----- >From: Moe <moe(at)rosspistons.com> >Sent: Apr 3, 2006 8:24 AM >To: commander-list(at)matronics.com >Subject: Commander-List: Accident > > >Gents, > >>From our local Sunday paper... > >"The pilot of a twin-engine plane that crashed in the Angeles National Forest was identified Saturday as a 50 year-old Las Vegas man. > >John Rice died in the roughly 3 p.m. crash Thursday about 3 miles north of La Canada Flintridge just east of Angeles Crest Highway, according to Kelly Yagerlener of the coroner's office. > >No one else was on board the 1977 Rockwell Commander registered to John and Jeannie Rice. > >The National Transportation Safety Board is handling the investigation." > >Does anyone have additional information? > >Moe > > > > > > > ________________________________________________________________________________
From: "Barry Collman" <barry.collman@air-britain.co.uk>
Subject: Re: Accident
Date: Apr 03, 2006
Hi All, The Commander that crashed near Burbank on March 30th was a Model 112TCA, s/n 13171, N4641W. It was indeed registered to John & Jeannie Rice. Barry C (UK) ----- Original Message ----- From: "Moe" <moe(at)rosspistons.com> Sent: Monday, April 03, 2006 4:24 PM Subject: Commander-List: Accident | | Gents, | | >From our local Sunday paper... | | "The pilot of a twin-engine plane that crashed in the Angeles National Forest was identified Saturday as a 50 year-old Las Vegas man. | | John Rice died in the roughly 3 p.m. crash Thursday about 3 miles north of La Canada Flintridge just east of Angeles Crest Highway, according to Kelly Yagerlener of the coroner's office. | | No one else was on board the 1977 Rockwell Commander registered to John and Jeannie Rice. | | The National Transportation Safety Board is handling the investigation." | | Does anyone have additional information? | | Moe | | | | | | | | | | | | | | | ________________________________________________________________________________
Date: Apr 04, 2006
From: Dan Farmer <daniellfarmer(at)yahoo.com>
Subject: nose gear shimmy
My 500B has started to pickup a shimmy on take off starting at about 70mph. It is better if I use alot of back presure early relieving some weight off the nose. It seems to go away as the speed picks up. It is coming from the nose gear. Any ideas on the fix? dan farmer --------------------------------- ________________________________________________________________________________
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Re: nose gear shimmy
Date: Apr 04, 2006
Anti-shimmy pads, adjust the screws that tighten the spring pressure. Tom F. Former 500B owner NOW 680FLP (Mr.RPM). ----- Original Message ----- From: "Dan Farmer" <daniellfarmer(at)yahoo.com> Sent: Tuesday, April 04, 2006 17:22 Subject: Commander-List: nose gear shimmy > > My 500B has started to pickup a shimmy on take off starting at about 70mph. It is better if I use alot of back presure early relieving some weight off the nose. It seems to go away as the speed picks up. It is coming from the nose gear. Any ideas on the fix? > > dan farmer > > > --------------------------------- > > ________________________________________________________________________________
From: "William Boelte" <n55bz(at)cox.net>
Subject: nose gear shimmy
Date: Apr 04, 2006
Mine did that. I just had the mechanic tighten up the friction assembly on the nose strut and it went away. It doesn't take much to make the shimmy go away. Too tight and the nose wheel steering is sluggish. Kindest regards, Bill -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Dan Farmer Sent: Tuesday, April 04, 2006 7:22 PM Subject: Commander-List: nose gear shimmy My 500B has started to pickup a shimmy on take off starting at about 70mph. It is better if I use alot of back presure early relieving some weight off the nose. It seems to go away as the speed picks up. It is coming from the nose gear. Any ideas on the fix? dan farmer --------------------------------- ________________________________________________________________________________
From: YOURTCFG(at)aol.com
Date: Apr 05, 2006
Subject: Re: nose gear shimmy
In a message dated 4/4/2006 5:25:23 P.M. Pacific Standard Time, daniellfarmer(at)yahoo.com writes: Any ideas on the fix? Buy a can of disc brake cleaner. Spray liberally into the friction area. Watch as the goo runs out. Works almost every time.. jb ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: New Articles uploaded
Date: Apr 04, 2006
Folks, The new stuff Bert sent has been uploaded to http://www.teletuition.org/articles.htm and click on Articles and then on 04-04-2006. Enjoy, Nico ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: MR RPM Turbos
Date: Apr 04, 2006
Folks, The new panel photos of Tom's Mr. RPM hvae been uploaded to http://www.teletuition.org/panels.htm and click on Panels and then 04-04-2006. Enjoy, Nico ________________________________________________________________________________
From: <avtec2(at)bellsouth.net>
Subject: Re: nose gear shimmy
Date: Apr 05, 2006
New goodyeat nose tire; Harry ----- Original Message ----- From: "Dan Farmer" <daniellfarmer(at)yahoo.com> Sent: Tuesday, April 04, 2006 8:22 PM Subject: Commander-List: nose gear shimmy > > My 500B has started to pickup a shimmy on take off starting at about > 70mph. It is better if I use alot of back presure early relieving some > weight off the nose. It seems to go away as the speed picks up. It is > coming from the nose gear. Any ideas on the fix? > > dan farmer > > > --------------------------------- > > > ________________________________________________________________________________
From: "steve" <steveg(at)nternet.com>
Subject: IGSO-540-BIA LYCOMING ENGINE & HARTZELL PROP
Date: Apr 05, 2006
Here it is: EBAY Item number: 8052205947 Steve G. Hello Steve, I've been trying to put something on the Commander list and just figured out why I can't. My wife changed my email server and I have to reregister. It takes several days, so could you look up the Aero Commander 680 FL engine and prop for sale on ebay motors and link it to the chat list for me?? It seems like a reasonable deal to me if someone needs it ($15,000.00 buy it now ) Thanks, Roland Gilliam ________________________________________________________________________________
From: "David Owens" <dowens(at)aerialviewpoint.com>
Subject: Re: nose gear shimmy
Date: Apr 06, 2006
The ENGINE BAFFELS probably need replacing... Possibility ----- Original Message ----- From: <avtec2(at)bellsouth.net> Sent: Wednesday, April 05, 2006 7:22 AM Subject: Re: Commander-List: nose gear shimmy > > New goodyeat nose tire; > Harry > ----- Original Message ----- > From: "Dan Farmer" <daniellfarmer(at)yahoo.com> > To: > Sent: Tuesday, April 04, 2006 8:22 PM > Subject: Commander-List: nose gear shimmy > > > > > > My 500B has started to pickup a shimmy on take off starting at about > > 70mph. It is better if I use alot of back presure early relieving some > > weight off the nose. It seems to go away as the speed picks up. It is > > coming from the nose gear. Any ideas on the fix? > > > > dan farmer > > > > > > --------------------------------- > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "John Vormbaum" <john(at)vormbaum.com>
Subject: Re: nose gear shimmy
Date: Apr 06, 2006
I've also heard that nose gear shimmy can be caused by sump corrosion ;-). /J ----- Original Message ----- From: "David Owens" <dowens(at)aerialviewpoint.com> Sent: Thursday, April 06, 2006 11:22 AM Subject: Re: Commander-List: nose gear shimmy > > > The ENGINE BAFFELS probably need replacing... Possibility > ----- Original Message ----- > From: <avtec2(at)bellsouth.net> > To: > Sent: Wednesday, April 05, 2006 7:22 AM > Subject: Re: Commander-List: nose gear shimmy > > >> >> New goodyeat nose tire; >> Harry >> ----- Original Message ----- >> From: "Dan Farmer" <daniellfarmer(at)yahoo.com> >> To: >> Sent: Tuesday, April 04, 2006 8:22 PM >> Subject: Commander-List: nose gear shimmy >> >> > >> > >> > My 500B has started to pickup a shimmy on take off starting at about >> > 70mph. It is better if I use alot of back presure early relieving some >> > weight off the nose. It seems to go away as the speed picks up. It is >> > coming from the nose gear. Any ideas on the fix? >> > >> > dan farmer >> > >> > >> > --------------------------------- >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> > > > ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: nose gear shimmy
Date: Apr 06, 2006
Or a worn pilot seat cover... ----- Original Message ----- From: "John Vormbaum" <john(at)vormbaum.com> Sent: Thursday, April 06, 2006 11:37 AM Subject: Re: Commander-List: nose gear shimmy > > I've also heard that nose gear shimmy can be caused by sump corrosion ;-). > > /J > > ----- Original Message ----- > From: "David Owens" <dowens(at)aerialviewpoint.com> > To: > Sent: Thursday, April 06, 2006 11:22 AM > Subject: Re: Commander-List: nose gear shimmy > > > > > > > > The ENGINE BAFFELS probably need replacing... Possibility > > ----- Original Message ----- > > From: <avtec2(at)bellsouth.net> > > To: > > Sent: Wednesday, April 05, 2006 7:22 AM > > Subject: Re: Commander-List: nose gear shimmy > > > > > >> > >> New goodyeat nose tire; > >> Harry > >> ----- Original Message ----- > >> From: "Dan Farmer" <daniellfarmer(at)yahoo.com> > >> To: > >> Sent: Tuesday, April 04, 2006 8:22 PM > >> Subject: Commander-List: nose gear shimmy > >> > >> > > > >> > > >> > My 500B has started to pickup a shimmy on take off starting at about > >> > 70mph. It is better if I use alot of back presure early relieving some > >> > weight off the nose. It seems to go away as the speed picks up. It is > >> > coming from the nose gear. Any ideas on the fix? > >> > > >> > dan farmer > >> > > >> > > >> > --------------------------------- > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Ron" <pakrak(at)charter.net>
Subject: Re: nose gear shimmy
Date: Apr 06, 2006
call Morris he will tell you exactly what is wrong. ----- Original Message ----- From: "css nico" <nico(at)cybersuperstore.com> Sent: Thursday, April 06, 2006 1:40 PM Subject: Re: Commander-List: nose gear shimmy > > Or a worn pilot seat cover... > > ----- Original Message ----- > From: "John Vormbaum" <john(at)vormbaum.com> > To: > Sent: Thursday, April 06, 2006 11:37 AM > Subject: Re: Commander-List: nose gear shimmy > > > > > > I've also heard that nose gear shimmy can be caused by sump corrosion ;-). > > > > /J > > > > ----- Original Message ----- > > From: "David Owens" <dowens(at)aerialviewpoint.com> > > To: > > Sent: Thursday, April 06, 2006 11:22 AM > > Subject: Re: Commander-List: nose gear shimmy > > > > > > > > > > > > > The ENGINE BAFFELS probably need replacing... Possibility > > > ----- Original Message ----- > > > From: <avtec2(at)bellsouth.net> > > > To: > > > Sent: Wednesday, April 05, 2006 7:22 AM > > > Subject: Re: Commander-List: nose gear shimmy > > > > > > > > >> > > >> New goodyeat nose tire; > > >> Harry > > >> ----- Original Message ----- > > >> From: "Dan Farmer" <daniellfarmer(at)yahoo.com> > > >> To: > > >> Sent: Tuesday, April 04, 2006 8:22 PM > > >> Subject: Commander-List: nose gear shimmy > > >> > > >> > > > > > >> > > > >> > My 500B has started to pickup a shimmy on take off starting at about > > >> > 70mph. It is better if I use alot of back presure early relieving > some > > >> > weight off the nose. It seems to go away as the speed picks up. It > is > > >> > coming from the nose gear. Any ideas on the fix? > > >> > > > >> > dan farmer > > >> > > > >> > > > >> > --------------------------------- > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > -- > > ________________________________________________________________________________
Date: Apr 07, 2006
From: W J R HAMILTON <wjrhamilton(at)optusnet.com.au>
Subject: Re: nose gear shimmy
But, Folks, Can she shimmy like her sister Kate ?? Cheers, Bill Hamilton At 06:40 7/04/2006, you wrote: > >Or a worn pilot seat cover... > >----- Original Message ----- >From: "John Vormbaum" <john(at)vormbaum.com> >To: >Sent: Thursday, April 06, 2006 11:37 AM >Subject: Re: Commander-List: nose gear shimmy > > > > > > I've also heard that nose gear shimmy can be caused by sump corrosion ;-). > > > > /J > > > > ----- Original Message ----- > > From: "David Owens" <dowens(at)aerialviewpoint.com> > > To: > > Sent: Thursday, April 06, 2006 11:22 AM > > Subject: Re: Commander-List: nose gear shimmy > > > > > > > > > > > > > The ENGINE BAFFELS probably need replacing... Possibility > > > ----- Original Message ----- > > > From: <avtec2(at)bellsouth.net> > > > To: > > > Sent: Wednesday, April 05, 2006 7:22 AM > > > Subject: Re: Commander-List: nose gear shimmy > > > > > > > > >> > > >> New goodyeat nose tire; > > >> Harry > > >> ----- Original Message ----- > > >> From: "Dan Farmer" <daniellfarmer(at)yahoo.com> > > >> To: > > >> Sent: Tuesday, April 04, 2006 8:22 PM > > >> Subject: Commander-List: nose gear shimmy > > >> > > >> > > > > > >> > > > >> > My 500B has started to pickup a shimmy on take off starting at about > > >> > 70mph. It is better if I use alot of back presure early relieving >some > > >> > weight off the nose. It seems to go away as the speed picks up. It >is > > >> > coming from the nose gear. Any ideas on the fix? > > >> > > > >> > dan farmer > > >> > > > >> > > > >> > --------------------------------- > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > CONFIDENTIALITY & PRIVILEGE NOTICE W.J.R.Hamilton,Glenalmond Group Companies,Fighter Flights Internet Services and Warbirds.Net. & . This message is intended for and should only be used by the addressee. It is confidential and may contain legally privileged information.If you are not the intended recipient any use distribution,disclosure or copying of this message is strictly prohibited.Confidentiality and legal privilege attached to this communication are not waived or lost by reason of the mistaken delivery to you.If you have received this message in error, please notify us immediately to: Australia 61 (0)408 876 526 Dolores capitis non fero. Eos do. ________________________________________________________________________________
From: "Tommy Mathieu" <tmathieu(at)msn.com>
Subject: High fuel pressure in Shrike
Date: Apr 10, 2006
I own a 500S and I have a higher fuel pressure on one of my engines (out of the normal range). Could anyone give me a basic procedure to follow regarding the sequence of troubleshooting, obviously cheapest first? Any help would be greatly appreciated. Mechanic seems to think that the pump is out of adjustment. I greatly appreciate your input and help. Tommy Mathieu ________________________________________________________________________________
From: "William Boelte" <n55bz(at)cox.net>
Subject: High fuel pressure in Shrike
Date: Apr 10, 2006
Check the pressure regulator on your engine driven fuel pump. Bill -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Tommy Mathieu Sent: Monday, April 10, 2006 2:17 PM Subject: Commander-List: High fuel pressure in Shrike I own a 500S and I have a higher fuel pressure on one of my engines (out of the normal range). Could anyone give me a basic procedure to follow regarding the sequence of troubleshooting, obviously cheapest first? Any help would be greatly appreciated. Mechanic seems to think that the pump is out of adjustment. I greatly appreciate your input and help. Tommy Mathieu ________________________________________________________________________________
From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com>
Subject: High fuel pressure in Shrike
Date: Apr 10, 2006
Tommy- This happened on our 685 about this time last year. Had high fuel pressure at idle power, and low fuel pressure at high power... Local mechanic was able to make an adjustment to the fuel pump and the problem went away.... Cost me about 2hrs in labor, as I recall. Good luck! Robert Randazzo -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Tommy Mathieu Sent: Monday, April 10, 2006 12:17 Subject: Commander-List: High fuel pressure in Shrike I own a 500S and I have a higher fuel pressure on one of my engines (out of the normal range). Could anyone give me a basic procedure to follow regarding the sequence of troubleshooting, obviously cheapest first? Any help would be greatly appreciated. Mechanic seems to think that the pump is out of adjustment. I greatly appreciate your input and help. Tommy Mathieu ________________________________________________________________________________
From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com>
Subject: Introduction
Date: Apr 10, 2006
Fellow Commanders- I have just joined this list after a recommendation from Twin Commander Corp. I don't know what the local customs are- so I thought I'd at least introduce myself! I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly more than a year. The airplane is currently based in western Nevada at Reno-Stead Airport (4SD) and will be in use for a range of business and private missions. Although we brought this magnificent airplane here last April, I've only managed to acquire about 40hrs of time in up to today, as it has spent almost the entire year in a significant maintenance refit. At the time we purchased the bird, it was clear that it was going to need some TLC to get it back up to the level of mechanical integrity that I demand from an airplane- we found some things buried in the engine compartments that hinted of some non standard maintenance practices (nylocks holding the turbo casings in place and safety wire holding the heat shields to their mounts... (!?!)) but overall the airplane is a fantastic specimen completely free of corrosion and some of the wear and tear you'd expect on a 32 year old bird. The right engine was exhibiting some signs of stress- but gave only a few hints to it's illness in spite of a significant maintenance inspection. During a test flight in August the engine suffered an uncontained failure that put the final exclamation point on my concerns about it's health. (to say the least!) I had the good fortune of gaining some live single engine experience with the airplane on a clear, windless day while at 16,500' and directly over the top of my home field.... It doesn't get much better than that! Upon removal and inspection- it appears that the engine builder elected to use a silicone sealant inside the engine case. The sealant came free in globs and clogged the oil system- causing a complete meltdown in mere seconds. Fortunately the left engine came from a different and (we think) more reputable engine shop! I've flown a number of turbine/turboprop/large piston twins- and I will swear to the fact that the Commander is the finest flying twin I've ever driven with an engine shut down. Absolutely predictable, stable and well mannered. If any of you have never had the opportunity to fly your airplane single engine down to a landing (I hope you never do) you can rest assured that if you keep your wits about you and plan your landing thoughtfully - your airplane will look after you. We've just received the new engine that is to be hung on N414C- along with two overhauled props. We've just finished replacing every hose on the airplane (some dated to date of manufacture...oops...that slipped through the pre-buy...) and have gutted the entire avionics package to make room for modern technology. N414C is expected to fly again in late May/early June with a full new cockpit setup that is built around a two screen Chelton Flight Systems Synthetic Vision package. Since we were gutting, we're also installing two Garmin SL30 Nav/Coms, a full set of electric backup 2 inch Attitude/Altimeter/Nav gauges, and a PS audio control panel. This cockpit layout will be a bit unique in that we are putting the navcoms/audio panel into a center console along with the color radar unit in order to open up panel space and arrange things more cleanly for pilot use. We are also adding a Gemini engine monitoring package to the airplane in order to try and extend engine life as much as possible- and possibly see any further engine aberrations before the pieces fly out of the cowling... We are working closely with the great folks at Chelton who are expanding the STC list for their AP-3C autopilot to include the 685 series commanders specifically so that we can install the unit on this airplane. We'll likely have to fly the airplane to Idaho upon completion so that they can demonstrate the installation to their FISDO in order to complete the STC approval- but we felt that this was a small price to pay for the improvement in safety and functionality that would come with the new system. (Aside from which, when the good old M4 stopped working- it was going to cost as much to repair is it would to install the new Chelton autopilot....) No decision on overhauling the cabin or repainting the exterior- but I'm sure these will come in due time. Looking forward to getting this grand old bird flying again in fantastic new style. For those interested- we estimate that approximately 300lbs of weight will be shed from the airplane before this overhaul is finished.... My only wish for the airplane is that sometime soon- all of us 680/685 owners can get access to an engine that is more dependable than the GTSIO-520-Ks.... I really haven't had much chance to work with these engines- but from what I've read they can be a temperamental lot if not cared for precisely in flight. I'm comfortable with the process- but it would be nice to have an alternative.... At any rate- that's a long winded introduction- but I'm a great fan of Commander aircraft- and I'm looking forward to expanding my fund of knowledge with all of you folks- and hopefully meeting you all one day at a gathering! Robert Randazzo ________________________________________________________________________________
Subject: Re: Introduction
From: "N395V" <N395V(at)direcway.com>
Date: Apr 11, 2006
Robert, I owned N414C for about 2 years prior to the sorry SOBs you purchased it from. Had it in pretty pristine condition when I sold it. I hate that my baby was mistreated. I too have several photos I will send you off list. Wing Commander Gordon (a list participant) who I am sure will pipe in has many hours flying N414C when she was only in her 20s. You have purchased a fine basic airframe and if you cruise the logs you will find many SBs were performed in preparation for a 135 operation. You will not find many 685s with these mods. I also suggest you have a knowledgable Twin Commander Mech. Go through the logs and over the plane with a fine tooth comb for other non standard items or deferred maint. When I sold 414C part of the deal was a trade on a Cessna 414 owned by none other than those who sold you N414C. I had it thouroughly inspected and was prepared for what I had to deal with. I have absolutely no kind words for the folks you bought the plane from.. Enjoy 414C it is a dream to travel in. (http://img230.imageshack.us/my.php?image=airborne44cx.jpg) Milt -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=27541#27541 ________________________________________________________________________________
From: YOURTCFG(at)aol.com
Date: Apr 11, 2006
Subject: Re: High fuel pressure in Shrike
HI TOMMY. The pump s fine, the fuel control needs adjustment. It is not a super simple adjustment, but can be done in the field. It requires the partial disassembly of the unit and the replacing of shims. It should only be done by someone who has some experience. Or, you can remove it and send it to an overhaul facility for recalibration. jb ________________________________________________________________________________
From: CloudCraft(at)aol.com
Date: Apr 11, 2006
Subject: Re: Introduction
In a message dated 10-Apr-06 23:56:14 Pacific Daylight Time, rsrandazzo(at)precisionmanuals.com writes: My only wish for the airplane is that sometime soon- all of us 680/685 owners can get access to an engine that is more dependable than the GTSIO-520-Ks.... <><><><><><><><> Welcome, Robert! It's nice to know where N414C went and that her future is in good hands. I've been worried about her since she left Milt's stewardship. I few N414C back in 1997-98. At that time it was owned by Dick MacCoon (MR RPM) and was targeted to be the conformity airplane for the Orenda engine project. MR. RPM leased the airplane to McKinley Communications, the prior "host" of the Twin Commander Flight Group and I was brought on full time to fly her and run the Flight Group. The AC-685 is a wonderful airplane; Turbo Commander systems (geeezzzz that's a lot of Av Gas!, Known Ice and bleed air pressurization) and eerily quiet on the inside. The AC-685 was a stroke of marketing genius (opinions vary) in Rockwell's attempt to have a product between the Shrike and the Turbo Commander. The GTSIO-520s that produce 385 hp on the Cessna 421 were pressed into service on an airframe that was used to 717 shp per side. In order to get some performance, the GTSIO-520-Ks are pushed to 425 hp in the AC-685 installation and that's a lot of power to extract from 520 cubic inches. An alternative engine for this and the "bathtub" nacelle Commanders is a recurring dream shared by lots of guys on this list. We get our hopes up with talk of some kind of diesel powered rotary liquid cooled turbocompound perpetual motion limitless TBO shoebox-sized powerplant from the cover of Popular Science about every two years. Uh huh. Meanwhile, there is a place either in Heaven or the State Mental Hospital for people like you who upgrade the avionics and care for the airframes of the Aero Commanders. Keep up the good work! Wing Commander Gordon PS: aside from holding the GTSIO-520 together, finding the Adell clamps that connects the exhaust to the turbocharger outlet is going to be one of your favorite Easter Egg Hunts. Also the -520-K is NOT the same engine as what's on the Cessna 421, so don't expect an ace 421 shop to know anything about your engine set-up (especially the fuel controlls). DO bring Morris Kernick up to Stead to train your local A&P if you have one. Life is not simple anywhere. Probably less so elsewhere. ________________________________________________________________________________
Subject: Re: Introduction
From: "N395V" <N395V(at)direcway.com>
Date: Apr 11, 2006
> PS: aside from holding the GTSIO-520 together, finding the Adell clamps that > connects the exhaust to the turbocharger outlet is going to be one of your > favorite Easter Egg Hunts. Also the -520-K is NOT the same engine as what's on > the Cessna 421, so don't expect an ace 421 shop to know anything about your > engine set-up (especially the fuel controlls). Engrave the above quote on the aircraft data plate. Personally inspect the exhaust system before every flight including feeling the areas of the exhaust system that you cannot see for holes and cracks, check all the hardware for tightness frequently. Also at least every 100 hrs check cylinder head bolt torque. If the prior owners re engined the airplane or replaced the motor mounts or if you plan on doing so check to see if they areb placed by part number to the drawing. If they are check for engine droop. There should be a little when setting on the ramp. If there isn't consider reversing them so you get a small amount of droop. Under power the engines rotate up slightly and this stresses the turbo charger inlet system causing cracks and separation as it does to the turbo to exhaust connection causing cracks. These hot gasses inside the nacelle ain't good. I had to terminate 3 flights due to the induction system separating and cancelled 2 trips due to cracked exhaust stacks and burnt components in the nacelle. The folks who bought the plane from me blew a jug out the side most likely due to a loose bolt and had to put down due to an engine fire another time due to ????? Several of the 1st 685s crashed due to engine fires. IMHO the positioning of the lord mounts on the factory spec drawings are the reverse of what they should be. Also ALWAYS personally check that the fuel caps are tightened after every re fuel. Line personell do it incorrectly 80% of the time and the damn caps are $400 each. Do not attempt to solve the problem by re installing the fuel cap chains. TThey invariably get into the anti siphon flap and hold it open resulting in fuel starvation. -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=27591#27591 ________________________________________________________________________________
From: skyhawkc-172(at)comcast.net
Subject: Re: Introduction
Date: Apr 11, 2006
Robert, Word of caution...when aquiring our commander we searched the aerocommander.com list and were diverted to a man named Morris Kernick for a pre-buy inspection. We don't like to name names, but find it somewhat appropriate being there have been at least one member on this board that is beyond the normal realm of just being upset about his dealings with Morris and ending up with smoked engines and the like. There are also at least one NTSB listing of a nasty firy Commander downing with relation to Morris. I shyed away from him once I found this info and the NTSB findings. Our little way of shedding a little truth to this otherwise non-perfect world...take it like a grain of salt. We wish you well and are excited to here more on your beautiful bird. Take care... twincommanderflyer.com This is what we found prior to our pre-buy with Morris on a Google search useing Morris Kernicks name. Office of Inspector GeneralAbout|Contact|Home|Jobs|Privacy Title:Mechanic Placed on Probation for Lying About Aircraft Inspection Date:November, 19 2001 Type:Investigation Summary:Melvin Morris Kernick, of Oakland, CA, was sentenced in U.S. District Court in Oakland, CA for falsely certifying that maintenance he had done on a private plane was reviewed by a certified inspector. Kernick pleaded guilty August 13 to charges of falsely representing that an annual inspection had been performed on a privately owned Aerocommander aircraft, located in Danbury, CT, by signing the name of an FAA certified inspector in the planes logbook. He was sentenced to 3 years supervised probation and ordered to pay $5,870 in restitution. Related Information: OIG -------------- Original message -------------- From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com> > > > Fellow Commanders- > > I have just joined this list after a recommendation from Twin Commander > Corp. I don't know what the local customs are- so I thought I'd at least > introduce myself! > > I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly more > than a year. The airplane is currently based in western Nevada at > Reno-Stead Airport (4SD) and will be in use for a range of business and > private missions. > > Although we brought this magnificent airplane here last April, I've only > managed to acquire about 40hrs of time in up to today, as it has spent > almost the entire year in a significant maintenance refit. > > At the time we purchased the bird, it was clear that it was going to need > some TLC to get it back up to the level of mechanical integrity that I > demand from an airplane- we found some things buried in the engine > compartments that hinted of some non standard maintenance practices (nylocks > holding the turbo casings in place and safety wire holding the heat shields > to their mounts... (!?!)) but overall the airplane is a fantastic specimen > completely free of corrosion and some of the wear and tear you'd expect on a > 32 year old bird. > > The right engine was exhibiting some signs of stress- but gave only a few > hints to it's illness in spite of a significant maintenance inspection. > During a test flight in August the engine suffered an uncontained failure > that put the final exclamation point on my concerns about it's health. (to > say the least!) I had the good fortune of gaining some live single engine > experience with the airplane on a clear, windless day while at 16,500' and > directly over the top of my home field.... It doesn't get much better than > that! > > Upon removal and inspection- it appears that the engine builder elected to > use a silicone sealant inside the engine case. The sealant came free in > globs and clogged the oil system- causing a complete meltdown in mere > seconds. Fortunately the left engine came from a different and (we think) > more reputable engine shop! > > I've flown a number of turbine/turboprop/large piston twins- and I will > swear to the fact that the Commander is the finest flying twin I've ever > driven with an engine shut down. Absolutely predictable, stable and well > mannered. If any of you have never had the opportunity to fly your airplane > single engine down to a landing (I hope you never do) you can rest assured > that if you keep your wits about you and plan your landing thoughtfully - > your airplane will look after you. > > We've just received the new engine that is to be hung on N414C- along with > two overhauled props. We've just finished replacing every hose on the > airplane (some dated to date of manufacture...oops...that slipped through > the pre-buy...) and have gutted the entire avionics package to make room for > modern technology. > > N414C is expected to fly again in late May/early June with a full new > cockpit setup that is built around a two screen Chelton Flight Systems > Synthetic Vision package. Since we were gutting, we're also installing two > Garmin SL30 Nav/Coms, a full set of electric backup 2 inch > Attitude/Altimeter/Nav gauges, and a PS audio control panel. This cockpit > layout will be a bit unique in that we are putting the navcoms/audio panel > into a center console along with the color radar unit in order to open up > panel space and arrange things more cleanly for pilot use. > > We are also adding a Gemini engine monitoring package to the airplane in > order to try and extend engine life as much as possible- and possibly see > any further engine aberrations before the pieces fly out of the cowling... > > We are working closely with the great folks at Chelton who are expanding the > STC list for their AP-3C autopilot to include the 685 series commanders > specifically so that we can install the unit on this airplane. We'll likely > have to fly the airplane to Idaho upon completion so that they can > demonstrate the installation to their FISDO in order to complete the STC > approval- but we felt that this was a small price to pay for the improvement > in safety and functionality that would come with the new system. (Aside > from which, when the good old M4 stopped working- it was going to cost as > much to repair is it would to install the new Chelton autopilot....) > > No decision on overhauling the cabin or repainting the exterior- but I'm > sure these will come in due time. Looking forward to getting this grand old > bird flying again in fantastic new style. > > For those interested- we estimate that approximately 300lbs of weight will > be shed from the airplane before this overhaul is finished.... > > My only wish for the airplane is that sometime soon- all of us 680/685 > owners can get access to an engine that is more dependable than the > GTSIO-520-Ks.... I really haven't had much chance to work with these > engines- but from what I've read they can be a temperamental lot if not > cared for precisely in flight. I'm comfortable with the process- but it > would be nice to have an alternative.... > > At any rate- that's a long winded introduction- but I'm a great fan of > Commander aircraft- and I'm looking forward to expanding my fund of > knowledge with all of you folks- and hopefully meeting you all one day at a > gathering! > > Robert Randazzo > > > > > > > > > > > > > Robert, Word of caution...when aquiring our commander we searched the aerocommander.comlist and were diverted to a man named Morris Kernick for a pre-buy inspection. We don't like to name names, but find it somewhat appropriate being there have been at least one member on this board that is beyond the normal realm of just being upset about his dealings with Morris and ending up with smoked engines and the like. There are also at least one NTSB listing of a nasty firy Commander downing with relation to Morris. I shyed away from him once I found this info and the NTSB findings. Our littleway of shedding a little truth to this otherwise non-perfect world...take it like a grain of salt. We wish you well and are excited to here more on your beautiful bird. Take care... twincommanderflyer.com This is what we found prior to our pre-buy with Morris on a Google search useing Morris Kernicks name. DOT Logohttp://www.oig.dot.gov/images/dot.gif"> Office of Inspector General http://www.oig.dot.gov/images/button_table_bg.gif"> About | Contact | Home | Jobs | Privacy Title: Mechanic Placed on Probation for Lying About Aircraft Inspection Date: November, 19 2001 Type: Investigation Summary: Melvin Morris Kernick, of Oakland, CA, was sentenced in U.S. District Court in Oakland, CA for falsely certifying that maintenance he had done on a private plane was reviewed by a certified inspector. Kernick pleaded guilty August 13 to charges of falsely representing that an annual inspection had been performed on a privately owned Aerocommander aircraft, located in Danbury, CT, by signing the name of an FAA certified inspector in the planes logbook. He was sentenced to 3 years supervised probation and ordered to pay $5,870 in restitution.
Related Information: OIG -------------- Original message -------------- From: "Robert S. Randazzo" rsrandazzo(at)precisionmanuals.com -- Commander-List message posted by: "Robert S. Randazzo" Fellow Commanders- I have just joined this list after a recommendation from Twin Commander Corp. I don't know what the local customs are- so I thought I'd at least introduce myself! I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly more than a year. The airplane is currently based in western Nevada at Reno-Stead Airport (4SD) and will be in use for a range of business and private missions. Although we brought this magnificent airplane here last April, I've only managed to acquire about 40hrs of time in up to today, as it has spent almost the entire year in a significant maintenance refit. At the time we purchased the bird, it was clear that it was going to need some TLC to get it back up to the level of mechanical integrity that I demand from an airplane- we found some things buried in the engine compartments that hinted of some non standard maintenance practices (nylocks holding the turbo casings in place and safety wire holding the heat shields to their mounts... (!?!)) but overall the airplane is a fantastic specimen completely free of corrosion and some of the wear and tear you'd expect on a 32 year old bird. The right engine was exhibiting some signs of stress- but gave only a few hints to it's illness in spite of a significant maintenance inspection. During a test flight in August the engine suffered an uncontained failure that put the final excl amation point on my concerns about it's health. (to say the least!) I had the good fortune of gaining some live single engine experience with the airplane on a clear, windless day while at 16,500' and directly over the top of my home field.... It doesn't get much better than that! Upon removal and inspection- it appears that the engine builder elected to use a silicone sealant inside the engine case. The sealant came free in globs and clogged the oil system- causing a complete meltdown in mere seconds. Fortunately the left engine came from a different and (we think) more reputable engine shop! I've flown a number of turbine/turboprop/large piston twins- and I will swear to the fact that the Commander is the finest flying twin I've ever driven with an engine shut down. Absolutely predictable, stable and well mannered. If any of you have never had the opportunity to fly your airplane single engine down to a landing (I hope you never do) you can rest assured that if you keep your wits about you and plan your landing thoughtfully - your airplane will look after you. We've just received the new engine that is to be hung on N414C- along with two overhauled props. We've just finished replacing every hose on the airplane (some dated to date of manufacture...oops...that slipped through the pre-buy...) and have gutted the entire avionics package to make room for modern technology. N414C is expected to fly again in late May/early June with a full new cockpit setup that is built around a two screen Chelton Flight Systems Synthetic Vision package. Since we were gutting, we're also installing two Garmin SL30 Nav/Coms, a full set of electric backup 2 inch Attitude/Altimeter/Nav gauges, and a PS audio control panel. This cockpit layout will be a bit unique in that we are putting the navcoms/audio panel into a center console along with the color radar unit in order to open up panel space and arrange things more cleanly for pilot use. We are also adding a Gemini engine monitoring package to the airplane in order to try and extend engine life as much as possible- and possibly see any further engine aberrations before the pieces fly out of the cowling... We are working closely with the great folks at Chelton who are expanding the STC list for their AP-3C autopilot to include the 685 series commanders specifically so that we can install the unit on this airplane. We'll likely have to fly the airplane to Idaho upon completion so that they can demonstrate the installation to their FISDO in order to complete the STC approval- but we felt that this w as a small price to pay for the improvement in safety and functionality that would come with the new system. (Aside from which, when the good old M4 stopped working- it was going to cost as much to repair is it would to install the new Chelton autopilot....) No decision on overhauling the cabin or repainting the exterior- but I'm sure these will come in due time. Looking forward to getting this grand old bird flying again in fantastic new style. For those interested- we estimate that approximately 300lbs of weight will be shed from the airplane before this overhaul is finished.... My only wish for the airplane is that sometime soon- all of us 680/685 owners can get access to an engine that is more dependable than the GTSIO-520-Ks.... I really haven't had much chance to work with these engines- but from what I've read they can be a temperament al lot if not cared for precisely in flight. I'm comfortable with the process- but it would be nice to have an alternative.... At any rate- that's a long winded introduction- but I'm a great fan of Commander aircraft- and I'm looking forward to expanding my fund of knowledge with all of you folks- and hopefully meeting you all one day at a gathering! Robert Randazzo =================== ________________________________________________________________________________
From: skyhawkc-172(at)comcast.net
Subject: Re: Introduction
Date: Apr 11, 2006
One last note...Harry Merrit listed on the AreoCommander site as avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought you should have a little info prior to going in blind like us and others before us. Good Luck and Happy skies... -------------- Original message -------------- From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com> > > > Fellow Commanders- > > I have just joined this list after a recommendation from Twin Commander > Corp. I don't know what the local customs are- so I thought I'd at least > introduce myself! > > I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly more > than a year. The airplane is currently based in western Nevada at > Reno-Stead Airport (4SD) and will be in use for a range of business and > private missions. > > Although we brought this magnificent airplane here last April, I've only > managed to acquire about 40hrs of time in up to today, as it has spent > almost the entire year in a significant maintenance refit. > > At the time we purchased the bird, it was clear that it was going to need > some TLC to get it back up to the level of mechanical integrity that I > demand from an airplane- we found some things buried in the engine > compartments that hinted of some non standard maintenance practices (nylocks > holding the turbo casings in place and safety wire holding the heat shields > to their mounts... (!?!)) but overall the airplane is a fantastic specimen > completely free of corrosion and some of the wear and tear you'd expect on a > 32 year old bird. > > The right engine was exhibiting some signs of stress- but gave only a few > hints to it's illness in spite of a significant maintenance inspection. > During a test flight in August the engine suffered an uncontained failure > that put the final exclamation point on my concerns about it's health. (to > say the least!) I had the good fortune of gaining some live single engine > experience with the airplane on a clear, windless day while at 16,500' and > directly over the top of my home field.... It doesn't get much better than > that! > > Upon removal and inspection- it appears that the engine builder elected to > use a silicone sealant inside the engine case. The sealant came free in > globs and clogged the oil system- causing a complete meltdown in mere > seconds. Fortunately the left engine came from a different and (we think) > more reputable engine shop! > > I've flown a number of turbine/turboprop/large piston twins- and I will > swear to the fact that the Commander is the finest flying twin I've ever > driven with an engine shut down. Absolutely predictable, stable and well > mannered. If any of you have never had the opportunity to fly your airplane > single engine down to a landing (I hope you never do) you can rest assured > that if you keep your wits about you and plan your landing thoughtfully - > your airplane will look after you. > > We've just received the new engine that is to be hung on N414C- along with > two overhauled props. We've just finished replacing every hose on the > airplane (some dated to date of manufacture...oops...that slipped through > the pre-buy...) and have gutted the entire avionics package to make room for > modern technology. > > N414C is expected to fly again in late May/early June with a full new > cockpit setup that is built around a two screen Chelton Flight Systems > Synthetic Vision package. Since we were gutting, we're also installing two > Garmin SL30 Nav/Coms, a full set of electric backup 2 inch > Attitude/Altimeter/Nav gauges, and a PS audio control panel. This cockpit > layout will be a bit unique in that we are putting the navcoms/audio panel > into a center console along with the color radar unit in order to open up > panel space and arrange things more cleanly for pilot use. > > We are also adding a Gemini engine monitoring package to the airplane in > order to try and extend engine life as much as possible- and possibly see > any further engine aberrations before the pieces fly out of the cowling... > > We are working closely with the great folks at Chelton who are expanding the > STC list for their AP-3C autopilot to include the 685 series commanders > specifically so that we can install the unit on this airplane. We'll likely > have to fly the airplane to Idaho upon completion so that they can > demonstrate the installation to their FISDO in order to complete the STC > approval- but we felt that this was a small price to pay for the improvement > in safety and functionality that would come with the new system. (Aside > from which, when the good old M4 stopped working- it was going to cost as > much to repair is it would to install the new Chelton autopilot....) > > No decision on overhauling the cabin or repainting the exterior- but I'm > sure these will come in due time. Looking forward to getting this grand old > bird flying again in fantastic new style. > > For those interested- we estimate that approximately 300lbs of weight will > be shed from the airplane before this overhaul is finished.... > > My only wish for the airplane is that sometime soon- all of us 680/685 > owners can get access to an engine that is more dependable than the > GTSIO-520-Ks.... I really haven't had much chance to work with these > engines- but from what I've read they can be a temperamental lot if not > cared for precisely in flight. I'm comfortable with the process- but it > would be nice to have an alternative.... > > At any rate- that's a long winded introduction- but I'm a great fan of > Commander aircraft- and I'm looking forward to expanding my fund of > knowledge with all of you folks- and hopefully meeting you all one day at a > gathering! > > Robert Randazzo > > > > > > > > > > > > > One last note...Harry Merrit listed on the AreoCommander site as avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought you should have a little info prior to going in blind like us and others before us. Good Luck and Happy skies... -------------- Original message -------------- From: "Robert S. Randazzo" rsrandazzo(at)precisionmanuals.com -- Commander-List message posted by: "Robert S. Randazzo" Fellow Commanders- I have just joined this list after a recommendation from Twin Commander Corp. I don't know what the local customs are- so I thought I'd at least introduce myself! I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly more than a year. The airplane is currently based in western Nevada at Reno-Stead Airport (4SD) and will be in use for a range of business and private missions. Although we brought this magnificent airplane here last April, I've only managed to acquire about 40hrs of time in up to today, as it has spent almost the entire year in a significant maintenance refit. At the time we purchased the bird, it was clear that it was going to need some TLC to get it back up to the level of mechanical integrity that I demand from an airplane- we found some things buried in the engine compartments that hinted of some non standard maintenance practices (nylocks holding the turbo casings in place and safety wire holding the heat shields to their mounts... (!?!)) but overall the airplane is a fantastic specimen completely free of corrosion and some of the wear and tear you'd expect on a 32 year old bird. The right engine was exhibiting some signs of stress- but gave only a few hints to it's illness in spite of a significant maintenance inspection. During a test flight in August the engine suffered an uncontained failure that put the final excl amation point on my concerns about it's health. (to say the least!) I had the good fortune of gaining some live single engine experience with the airplane on a clear, windless day while at 16,500' and directly over the top of my home field.... It doesn't get much better than that! Upon removal and inspection- it appears that the engine builder elected to use a silicone sealant inside the engine case. The sealant came free in globs and clogged the oil system- causing a complete meltdown in mere seconds. Fortunately the left engine came from a different and (we think) more reputable engine shop! I've flown a number of turbine/turboprop/large piston twins- and I will swear to the fact that the Commander is the finest flying twin I've ever driven with an engine shut down. Absolutely predictable, stable and well mannered. If any of you have never had the opportunity to fly your airplane single engine down to a landing (I hope you never do) you can rest assured that if you keep your wits about you and plan your landing thoughtfully - your airplane will look after you. We've just received the new engine that is to be hung on N414C- along with two overhauled props. We've just finished replacing every hose on the airplane (some dated to date of manufacture...oops...that slipped through the pre-buy...) and have gutted the entire avionics package to make room for modern technology. N414C is expected to fly again in late May/early June with a full new cockpit setup that is built around a two screen Chelton Flight Systems Synthetic Vision package. Since we were gutting, we're also installing two Garmin SL30 Nav/Coms, a full set of electric backup 2 inch Attitude/Altimeter/Nav gauges, and a PS audio control panel. This cockpit layout will be a bit unique in that we are putting the navcoms/audio panel into a center console along with the color radar unit in order to open up panel space and arrange things more cleanly for pilot use. We are also adding a Gemini engine monitoring package to the airplane in order to try and extend engine life as much as possible- and possibly see any further engine aberrations before the pieces fly out of the cowling... We are working closely with the great folks at Chelton who are expanding the STC list for their AP-3C autopilot to include the 685 series commanders specifically so that we can install the unit on this airplane. We'll likely have to fly the airplane to Idaho upon completion so that they can demonstrate the installation to their FISDO in order to complete the STC approval- but we felt that this w as a small price to pay for the improvement in safety and functionality that would come with the new system. (Aside from which, when the good old M4 stopped working- it was going to cost as much to repair is it would to install the new Chelton autopilot....) No decision on overhauling the cabin or repainting the exterior- but I'm sure these will come in due time. Looking forward to getting this grand old bird flying again in fantastic new style. For those interested- we estimate that approximately 300lbs of weight will be shed from the airplane before this overhaul is finished.... My only wish for the airplane is that sometime soon- all of us 680/685 owners can get access to an engine that is more dependable than the GTSIO-520-Ks.... I really haven't had much chance to work with these engines- but from what I've read they can be a temperament al lot if not cared for precisely in flight. I'm comfortable with the process- but it would be nice to have an alternative.... At any rate- that's a long winded introduction- but I'm a great fan of Commander aircraft- and I'm looking forward to expanding my fund of knowledge with all of you folks- and hopefully meeting you all one day at a gathering! Robert Randazzo =================== ________________________________________________________________________________
Date: Apr 11, 2006
From: Dave <vinophile(at)yahoo.com>
Subject: Re: Introduction
Oh Boy, here we go again. Tighten your belts and put your helmet on... --- skyhawkc-172(at)comcast.net wrote: > skyhawkc-172(at)comcast.net > > Robert, > Word of caution...when aquiring our commander we > searched the aerocommander.com list and were > diverted to a man named Morris Kernick for a pre-buy > inspection. We don't like to name names, but find > it somewhat appropriate being there have been at > least one member on this board that is beyond the > normal realm of just being upset about his dealings > with Morris and ending up with smoked engines and > the like. There are also at least one NTSB listing > of a nasty firy Commander downing with relation to > Morris. I shyed away from him once I found this > info and the NTSB findings. Our little way of > shedding a little truth to this otherwise > non-perfect world...take it like a grain of salt. > > We wish you well and are excited to here more on > your beautiful bird. > > Take care... > twincommanderflyer.com > > This is what we found prior to our pre-buy with > Morris on a Google search useing Morris Kernicks > name. > Office of Inspector > GeneralAbout|Contact|Home|Jobs|Privacy > > > > > Title:Mechanic Placed on Probation for Lying About > Aircraft Inspection > Date:November, 19 2001 > Type:Investigation > Summary:Melvin Morris Kernick, of Oakland, CA, was > sentenced in U.S. District Court in Oakland, CA for > falsely certifying that maintenance he had done on a > private plane was reviewed by a certified inspector. > Kernick pleaded guilty August 13 to charges of > falsely representing that an annual inspection had > been performed on a privately owned Aerocommander > aircraft, located in Danbury, CT, by signing the > name of an FAA certified inspector in the planes > logbook. He was sentenced to 3 years supervised > probation and ordered to pay $5,870 in restitution. > > > Related Information: OIG > > -------------- Original message -------------- > From: "Robert S. Randazzo" > > > Randazzo" > > > > > > Fellow Commanders- > > > > I have just joined this list after a > recommendation from Twin Commander > > Corp. I don't know what the local customs are- so > I thought I'd at least > > introduce myself! > > > > I have had MSN 12021, a 1973 685 series Commander > (N414C) for slightly more > > than a year. The airplane is currently based in > western Nevada at > > Reno-Stead Airport (4SD) and will be in use for a > range of business and > > private missions. > > > > Although we brought this magnificent airplane here > last April, I've only > > managed to acquire about 40hrs of time in up to > today, as it has spent > > almost the entire year in a significant > maintenance refit. > > > > At the time we purchased the bird, it was clear > that it was going to need > > some TLC to get it back up to the level of > mechanical integrity that I > > demand from an airplane- we found some things > buried in the engine > > compartments that hinted of some non standard > maintenance practices (nylocks > > holding the turbo casings in place and safety wire > holding the heat shields > > to their mounts... (!?!)) but overall the airplane > is a fantastic specimen > > completely free of corrosion and some of the wear > and tear you'd expect on a > > 32 year old bird. > > > > The right engine was exhibiting some signs of > stress- but gave only a few > > hints to it's illness in spite of a significant > maintenance inspection. > > During a test flight in August the engine suffered > an uncontained failure > > that put the final exclamation point on my > concerns about it's health. (to > > say the least!) I had the good fortune of gaining > some live single engine > > experience with the airplane on a clear, windless > day while at 16,500' and > > directly over the top of my home field.... It > doesn't get much better than > > that! > > > > Upon removal and inspection- it appears that the > engine builder elected to > > use a silicone sealant inside the engine case. The > sealant came free in > > globs and clogged the oil system- causing a > complete meltdown in mere > > seconds. Fortunately the left engine came from a > different and (we think) > > more reputable engine shop! > > > > I've flown a number of turbine/turboprop/large > piston twins- and I will > > swear to the fact that the Commander is the finest > flying twin I've ever > > driven with an engine shut down. Absolutely > predictable, stable and well > > mannered. If any of you have never had the > opportunity to fly your airplane > > single engine down to a landing (I hope you never > do) you can rest assured > > that if you keep your wits about you and plan your > landing thoughtfully - > > your airplane will look after you. > > > > We've just received the new engine that is to be > hung on N414C- along with > > two overhauled props. We've just finished > replacing every hose on the > > airplane (some dated to date of > manufacture...oops...that slipped through > > the pre-buy...) and have gutted the entire > avionics package to make room for > > modern technology. > > > > N414C is expected to fly again in late May/early > June with a full new > > cockpit setup that is built around a two screen > Chelton Flight Systems > > Synthetic Vision package. Since we were gutting, > we're also installing two > > Garmin SL30 Nav/Coms, a full set of electric > backup 2 inch > > Attitude/Altimeter/Nav gauges, and a PS audio > control panel. This cockpit > > layout will be a bit unique in that we are putting > the navcoms/audio panel > > into a center console along with the color radar > unit in order to open up > > panel space and arrange things more cleanly for > pilot use. > > > > We are also adding a Gemini engine monitoring > package to the airplane in > > order to try and extend engine life as much as > possible- and possibly see > > any further engine aberrations before the pieces > fly out of the cowling... > > > > We are working closely with the great folks at > Chelton who are expanding the > > STC list for their AP-3C autopilot to include the > 685 series commanders > > specifically so that we can install the unit on > this airplane. We'll likely > > have to fly the airplane to Idaho upon completion > so that they can > > demonstrate the installation to their FISDO in > order to complete the STC > > approval- but we felt that this was a small price > to pay for the improvement > > in safety and functionality that would come with > the new system. (Aside > > from which, when the good old M4 stopped working- > it was going to cost as > > much to repair is it would to install the new > Chelton autopilot....) > > > > No decision on overhauling the cabin or repainting > the exterior- but I'm > > sure these will come in due time. Looking forward > to getting this grand old > > bird flying again in fantastic new style. > > > > For those interested- we estimate that > approximately 300lbs of weight will > === message truncated === ________________________________________________________________________________
From: "John Vormbaum" <john(at)vormbaum.com>
Subject: Re: Introduction
Date: Apr 11, 2006
I am very familiar with the crash that happened many years ago; Morris was essentially threatened in order to force him to sign off & release the airplane to the owner, even after Morris declared it unsafe to fly. Morris specifically grounded the airplane, but the owner wouldn't listen. What would you expect to happen? Nobody works on my airplane except Morris, and I've had NO issues in 7 years of flying my 500B that was ONLY maintained by Morris. There are only a couple of people left alive that know as much about these airplanes as Morris. I've seen many people burned on Commander purchases. People who get a pre-buy from Morris and LISTEN to him don't get burned. There are two sides to every story. Morris can be grumpy, opinionated, occasionally rude and non-social, but is a wealth of knowledge. The only people who've dealt with him that have been burned, in my experience (granted, only 7 years' worth) are people who don't listen to his advice, or listen and then try to cut corners on maintenance. Like dealing with doctors, you should always get a 2nd opinion. That's one of the reasons the list is here. But I think you'd be surprised how many of the highly praised Commander shops just call Morris when they come upon a difficult Commander problem. /J ----- Original Message ----- From: <skyhawkc-172(at)comcast.net> Sent: Tuesday, April 11, 2006 12:04 PM Subject: Re: Commander-List: Introduction > > One last note...Harry Merrit listed on the AreoCommander site as > avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought you > should have a little info prior to going in blind like us and others > before us. > > Good Luck and Happy skies... > > > -------------- Original message -------------- > From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com> > >> >> >> Fellow Commanders- >> >> I have just joined this list after a recommendation from Twin Commander >> Corp. I don't know what the local customs are- so I thought I'd at least >> introduce myself! >> >> I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly >> more >> than a year. The airplane is currently based in western Nevada at >> Reno-Stead Airport (4SD) and will be in use for a range of business and >> private missions. >> >> Although we brought this magnificent airplane here last April, I've only >> managed to acquire about 40hrs of time in up to today, as it has spent >> almost the entire year in a significant maintenance refit. >> >> At the time we purchased the bird, it was clear that it was going to need >> some TLC to get it back up to the level of mechanical integrity that I >> demand from an airplane- we found some things buried in the engine >> compartments that hinted of some non standard maintenance practices >> (nylocks >> holding the turbo casings in place and safety wire holding the heat >> shields >> to their mounts... (!?!)) but overall the airplane is a fantastic >> specimen >> completely free of corrosion and some of the wear and tear you'd expect >> on a >> 32 year old bird. >> >> The right engine was exhibiting some signs of stress- but gave only a few >> hints to it's illness in spite of a significant maintenance inspection. >> During a test flight in August the engine suffered an uncontained failure >> that put the final exclamation point on my concerns about it's health. >> (to >> say the least!) I had the good fortune of gaining some live single engine >> experience with the airplane on a clear, windless day while at 16,500' >> and >> directly over the top of my home field.... It doesn't get much better >> than >> that! >> >> Upon removal and inspection- it appears that the engine builder elected >> to >> use a silicone sealant inside the engine case. The sealant came free in >> globs and clogged the oil system- causing a complete meltdown in mere >> seconds. Fortunately the left engine came from a different and (we think) >> more reputable engine shop! >> >> I've flown a number of turbine/turboprop/large piston twins- and I will >> swear to the fact that the Commander is the finest flying twin I've ever >> driven with an engine shut down. Absolutely predictable, stable and well >> mannered. If any of you have never had the opportunity to fly your >> airplane >> single engine down to a landing (I hope you never do) you can rest >> assured >> that if you keep your wits about you and plan your landing thoughtfully - >> your airplane will look after you. >> >> We've just received the new engine that is to be hung on N414C- along >> with >> two overhauled props. We've just finished replacing every hose on the >> airplane (some dated to date of manufacture...oops...that slipped through >> the pre-buy...) and have gutted the entire avionics package to make room >> for >> modern technology. >> >> N414C is expected to fly again in late May/early June with a full new >> cockpit setup that is built around a two screen Chelton Flight Systems >> Synthetic Vision package. Since we were gutting, we're also installing >> two >> Garmin SL30 Nav/Coms, a full set of electric backup 2 inch >> Attitude/Altimeter/Nav gauges, and a PS audio control panel. This cockpit >> layout will be a bit unique in that we are putting the navcoms/audio >> panel >> into a center console along with the color radar unit in order to open up >> panel space and arrange things more cleanly for pilot use. >> >> We are also adding a Gemini engine monitoring package to the airplane in >> order to try and extend engine life as much as possible- and possibly see >> any further engine aberrations before the pieces fly out of the >> cowling... >> >> We are working closely with the great folks at Chelton who are expanding >> the >> STC list for their AP-3C autopilot to include the 685 series commanders >> specifically so that we can install the unit on this airplane. We'll >> likely >> have to fly the airplane to Idaho upon completion so that they can >> demonstrate the installation to their FISDO in order to complete the STC >> approval- but we felt that this was a small price to pay for the >> improvement >> in safety and functionality that would come with the new system. (Aside >> from which, when the good old M4 stopped working- it was going to cost as >> much to repair is it would to install the new Chelton autopilot....) >> >> No decision on overhauling the cabin or repainting the exterior- but I'm >> sure these will come in due time. Looking forward to getting this grand >> old >> bird flying again in fantastic new style. >> >> For those interested- we estimate that approximately 300lbs of weight >> will >> be shed from the airplane before this overhaul is finished.... >> >> My only wish for the airplane is that sometime soon- all of us 680/685 >> owners can get access to an engine that is more dependable than the >> GTSIO-520-Ks.... I really haven't had much chance to work with these >> engines- but from what I've read they can be a temperamental lot if not >> cared for precisely in flight. I'm comfortable with the process- but it >> would be nice to have an alternative.... >> >> At any rate- that's a long winded introduction- but I'm a great fan of >> Commander aircraft- and I'm looking forward to expanding my fund of >> knowledge with all of you folks- and hopefully meeting you all one day at >> a >> gathering! >> >> Robert Randazzo >> >> >> >> >> >> >> >> >> >> >> >> >> > > One last note...Harry Merrit listed on the AreoCommander site as > avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought you > should have a little info prior to going in blind like us and others > before us. > > Good Luck and Happy skies... > > > -------------- Original message -------------- > From: "Robert S. Randazzo" rsrandazzo(at)precisionmanuals.com > > -- Commander-List message posted by: "Robert S. Randazzo" > > > Fellow Commanders- > > I have just joined this list after a recommendation from Twin Commander > Corp. I don't know what the local customs are- so I thought I'd at least > introduce myself! > > I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly > more > than a year. The airplane is currently based in western Nevada at > Reno-Stead Airport (4SD) and will be in use for a range of business and > private missions. > > Although we brought this magnificent airplane here last April, I've only > managed to acquire about 40hrs of time in up to today, > as it has spent > almost the entire year in a significant maintenance refit. > > At the time we purchased the bird, it was clear that it was going to need > some TLC to get it back up to the level of mechanical integrity that I > demand from an airplane- we found some things buried in the engine > compartments that hinted of some non standard maintenance practices > (nylocks > holding the turbo casings in place and safety wire holding the heat > shields > to their mounts... (!?!)) but overall the airplane is a fantastic specimen > completely free of corrosion and some of the wear and tear you'd expect on > a > 32 year old bird. > > The right engine was exhibiting some signs of stress- but gave only a few > hints to it's illness in spite of a significant maintenance inspection. > During a test flight in August the engine suffered an uncontained failure > that put the final excl > amation point on my concerns about it's health. (to > say the least!) I had the good fortune of gaining some live single engine > experience with the airplane on a clear, windless day while at 16,500' and > directly over the top of my home field.... It doesn't get much better than > that! > > Upon removal and inspection- it appears that the engine builder elected to > use a silicone sealant inside the engine case. The sealant came free in > globs and clogged the oil system- causing a complete meltdown in mere > seconds. Fortunately the left engine came from a different and (we think) > more reputable engine shop! > > I've flown a number of turbine/turboprop/large piston twins- and I will > swear to the fact that the Commander is the finest flying twin I've ever > driven with an engine shut down. Absolutely predictable, stable and well > mannered. If any of you have never > had the opportunity to fly your airplane > single engine down to a landing (I hope you never do) you can rest assured > that if you keep your wits about you and plan your landing thoughtfully - > your airplane will look after you. > > We've just received the new engine that is to be hung on N414C- along with > two overhauled props. We've just finished replacing every hose on the > airplane (some dated to date of manufacture...oops...that slipped through > the pre-buy...) and have gutted the entire avionics package to make room > for > modern technology. > > N414C is expected to fly again in late May/early June with a full new > cockpit setup that is built around a two screen Chelton Flight Systems > Synthetic Vision package. Since we were gutting, we're also installing two > Garmin SL30 Nav/Coms, a full set of electric backup 2 inch > Attitude/Altimeter/Nav gauges, and a PS > audio control panel. This cockpit > layout will be a bit unique in that we are putting the navcoms/audio panel > into a center console along with the color radar unit in order to open up > panel space and arrange things more cleanly for pilot use. > > We are also adding a Gemini engine monitoring package to the airplane in > order to try and extend engine life as much as possible- and possibly see > any further engine aberrations before the pieces fly out of the cowling... > > We are working closely with the great folks at Chelton who are expanding > the > STC list for their AP-3C autopilot to include the 685 series commanders > specifically so that we can install the unit on this airplane. We'll > likely > have to fly the airplane to Idaho upon completion so that they can > demonstrate the installation to their FISDO in order to complete the STC > approval- but we felt that this w > as a small price to pay for the improvement > in safety and functionality that would come with the new system. (Aside > from which, when the good old M4 stopped working- it was going to cost as > much to repair is it would to install the new Chelton autopilot....) > > No decision on overhauling the cabin or repainting the exterior- but I'm > sure these will come in due time. Looking forward to getting this grand > old > bird flying again in fantastic new style. > > For those interested- we estimate that approximately 300lbs of weight will > be shed from the airplane before this overhaul is finished.... > > My only wish for the airplane is that sometime soon- all of us 680/685 > owners can get access to an engine that is more dependable than the > GTSIO-520-Ks.... I really haven't had much chance to work with these > engines- but from what I've read they can be a temperament > al lot if not > cared for precisely in flight. I'm comfortable with the process- but it > would be nice to have an alternative.... > > At any rate- that's a long winded introduction- but I'm a great fan of > Commander aircraft- and I'm looking forward to expanding my fund of > knowledge with all of you folks- and hopefully meeting you all one day at > a > gathering! > > Robert Randazzo > > > =================== > > > ________________________________________________________________________________
From: CloudCraft(at)aol.com
Date: Apr 11, 2006
Subject: Grist for the Morris Mill
In a message dated 11-Apr-06 11:59:23 Pacific Daylight Time, skyhawkc-172(at)comcast.net writes: There are also at least one NTSB listing of a nasty firy Commander downing with relation to Morris. I shyed away from him once I found this info and the NTSB findings. Our little way of shedding a little truth to this otherwise non-perfect world...take it like a grain of salt. <><><><><><><><><><> I'd like to answer to the above information as someone who does not have any particular interest in the debate except that of historical accuracy. It is absolutely true that Morris Kernick did plead guilty to falsifying an airframe log book entry. It happened with a client of mine and I'm very familiar with what took place. I believe that since that incident he's cleaned up his act -- but since I don't own a Commander and don't have him working on it, I can't say for certain. The "nasty fiery downing" you mention was due to sabotage. Period. I can tell you this because I testified to the FBI during the investigation. The perpetrator admitted his role to me in sabotaging the aircraft but since it was said on the phone the FBI determined my testimony was "hearsay" and the homicide case was never pressed. (By the way, the insurance companies broke weak and paid off when they never should have.) Regardless of Mr. Kernick's business ability, or lack of, there can be no denying that his diagnostic ability and maintenance knowledge covering all models of Commanders that is hard to equal. I've sat, talked, and had lunch with many who are pissed off at Morris and more who think he's a hero. The man's knowledge is indisputable. Therefore, I do not hesitate to recommend him in the role of a consultant who could spend a day or two with any Commander owner and mechanic and impart tons of knowledge and techniques that would ease their transition into Commanders. Perhaps after serving in that role, a new Commander owner/operator could assess whether they'd take their airplane to Morris' facility or not. Respectfully Wing Commander Gordon (Keith S. Gordon) Life is not simple anywhere. Probably less so elsewhere. ________________________________________________________________________________
From: "Don Girod" <dongirod(at)bellsouth.net>
Subject: Re: Grist for the Morris Mill
Date: Apr 11, 2006
I contacted Morris when I was looking for a Commander about 6 years ago. He told we he was looking at one he thought I might like, but had not yet inspected it. Later he told me, it was not the airplane he had been to believe it was and did not think I would be interested. I appreciated his frankness with me, probably saved me a lot of money. No problem here. Don ----- Original Message ----- From: <CloudCraft(at)aol.com> Sent: Tuesday, April 11, 2006 3:44 PM Subject: Commander-List: Grist for the Morris Mill > > In a message dated 11-Apr-06 11:59:23 Pacific Daylight Time, > skyhawkc-172(at)comcast.net writes: > There are also at least one NTSB listing of a nasty firy Commander downing > with relation to Morris. I shyed away from him once I found this info and > the > NTSB findings. Our little way of shedding a little truth to this > otherwise > non-perfect world...take it like a grain of salt. > <><><><><><><><><><> > > I'd like to answer to the above information as someone who does not have > any > particular interest in the debate except that of historical accuracy. > > It is absolutely true that Morris Kernick did plead guilty to falsifying > an > airframe log book entry. It happened with a client of mine and I'm very > familiar with what took place. > > I believe that since that incident he's cleaned up his act -- but since I > don't own a Commander and don't have him working on it, I can't say for > certain. > > The "nasty fiery downing" you mention was due to sabotage. Period. I can > tell you this because I testified to the FBI during the investigation. > The > perpetrator admitted his role to me in sabotaging the aircraft but since > it was > said on the phone the FBI determined my testimony was "hearsay" and the > homicide > case was never pressed. (By the way, the insurance companies broke weak > and > paid off when they never should have.) > > Regardless of Mr. Kernick's business ability, or lack of, there can be no > denying that his diagnostic ability and maintenance knowledge covering all > models > of Commanders that is hard to equal. > > I've sat, talked, and had lunch with many who are pissed off at Morris and > more who think he's a hero. > > The man's knowledge is indisputable. Therefore, I do not hesitate to > recommend him in the role of a consultant who could spend a day or two > with any > Commander owner and mechanic and impart tons of knowledge and techniques > that would > ease their transition into Commanders. > > Perhaps after serving in that role, a new Commander owner/operator could > assess whether they'd take their airplane to Morris' facility or not. > > > Respectfully > Wing Commander Gordon > (Keith S. Gordon) > > > Life is not simple anywhere. Probably less so elsewhere. > > > -- > > ________________________________________________________________________________
From: KenWHyde(at)aol.com
Date: Apr 11, 2006
Subject: Re: Grist for the Morris Mill
I have worked with Morris, and he has helped at every turn for a new Commander Group member /500S owner. My regret is he is $3600 worth of fuel round trip from Warrenton, Va or he will be doing all my work. Good Guy...knows what he's doing. Ken Hyde N47AC ________________________________________________________________________________
Date: Apr 11, 2006
From: swperk(at)earthlink.net
Subject: Re: Grist for the Morris Mill
I also have a high opinion of Morris: his character, the sound advice he has given me, and the quality work he has done on my 681 since I acquired it three years ago. Stan Perkins N681SP -----Original Message----- >From: KenWHyde(at)aol.com >Sent: Apr 11, 2006 1:19 PM >To: commander-list(at)matronics.com >Subject: Re: Commander-List: Grist for the Morris Mill > > >I have worked with Morris, and he has helped at every turn for a new >Commander Group member /500S owner. My regret is he is $3600 worth of fuel round >trip from Warrenton, Va or he will be doing all my work. Good Guy...knows what >he's doing. > >Ken Hyde >N47AC ________________________________________________________________________________
From: "Randy Dettmer, AIA" <rcdettmer(at)charter.net>
Subject: Vouch for Morris
Date: Apr 11, 2006
I will echo the comments about the excellent service and support received from Morris Kernick, for over 7 years owning and operating my Twin Commander. Morris assisted me in finding my Commander and does all of its maintenance. He is a wealth of knowledge about Commanders, and has always been available to me when I needed help or information. I made him a small loan when he was forced to move his shop, which he promptly repaid. I do not hesitate to recommend him for pre-buys, maintenance, or service. Randy Dettmer, AIA, NCARB 680F/N6253X Dettmer Architecture 805 541 4864 / Fax 805 541 4865 www.dettmerarchitecture.com ________________________________________________________________________________
Date: Apr 11, 2006
From: fly-it <sr14572(at)yahoo.com>
Subject: Re: Grist for the Morris Mill
i agree with morris. i would like his phone number from someone. just thinking of and looking for another 500. there aint no jerkin around with morris I have worked with Morris, and he has helped at every turn for a new Commander Group member /500S owner. My regret is he is $3600 worth of fuel round trip from Warrenton, Va or he will be doing all my work. Good Guy...knows what he's doing. Ken Hyde N47AC --------------------------------- ________________________________________________________________________________
From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com>
Subject: Re: Introduction
Date: Apr 11, 2006
Milt- Great stuff! Your post makes me feel even better about owning N414C. I occasionally wonder if I've not slipped the main bus circuit breaker by committing such a substantial investment to the rehabilitation of this old girl- but I'm sure with some care, sound preventative maintenance and good advice from all of you, I'll prove that my "hunch" here was a good one. Funny you mention the yahoos I rescued her from. My maintenance guys (Aviation Classics here at 4SD) have mentioned a couple of dozen times that N414C "was clearly very well cared for until a couple of years ago- and she's been receiving lowest bidder maintenance since then." Some of the things we found were downright illegal- but inexpensive to correct. Really makes you wonder why they didn't do it right the first time- but I suppose that's what separates some owners from others. I weighed for some time picking up a 685/680FLP or a 690- and eventually settled on the 685 because I'd be able to acquire a decent quality airframe and invest money to bring the avionics up to new standards- and still have a nice chunk of change left over for care and feeding. (Feeding is important!) With a 690, I'd have had to spend all my time sitting in the cockpit making airplane noises and pretending to fly- since I wouldn't have any bankroll left over for fuel and oil....HAHAHAHAH... I've been gone through the logbooks in detail- I'm glad I have your old airplane, Milt. When she's done we might have to jog down your way and show her off.... Sat up all night last night reading old posts from this list and saw you mention the 757/767/400 in a post someplace...That tells me you are a UAL guy, no? (400 was the give away.) I spent 13 years at UAL before leaving management to take a flying job at another carrier... Hope you didn't get beaten down too badly with the whole retirement debacle. Those bastards should be lynched for what they've done. Robert Randazzo -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of N395V Sent: Tuesday, April 11, 2006 05:24 Subject: Commander-List: Re: Introduction Robert, I owned N414C for about 2 years prior to the sorry SOBs you purchased it from. Had it in pretty pristine condition when I sold it. I hate that my baby was mistreated. I too have several photos I will send you off list. Wing Commander Gordon (a list participant) who I am sure will pipe in has many hours flying N414C when she was only in her 20s. You have purchased a fine basic airframe and if you cruise the logs you will find many SBs were performed in preparation for a 135 operation. You will not find many 685s with these mods. I also suggest you have a knowledgable Twin Commander Mech. Go through the logs and over the plane with a fine tooth comb for other non standard items or deferred maint. When I sold 414C part of the deal was a trade on a Cessna 414 owned by none other than those who sold you N414C. I had it thouroughly inspected and was prepared for what I had to deal with. I have absolutely no kind words for the folks you bought the plane from.. Enjoy 414C it is a dream to travel in. (http://img230.imageshack.us/my.php?image=airborne44cx.jpg) Milt -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=27541#27541 ________________________________________________________________________________
From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com>
Subject: High fuel pressure in Shrike
Date: Apr 11, 2006
Tommy- Correcting my previous response: I mis-spoke- it was the fuel control, not the pump that we had adjusted. Robert -----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 Sent: Tuesday, April 11, 2006 08:34 Subject: Re: Commander-List: High fuel pressure in Shrike HI TOMMY. The pump s fine, the fuel control needs adjustment. It is not a super simple adjustment, but can be done in the field. It requires the partial disassembly of the unit and the replacing of shims. It should only be done by someone who has some experience. Or, you can remove it and send it to an overhaul facility for recalibration. jb ________________________________________________________________________________
From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com>
Subject: Adell Clamps?
Date: Apr 11, 2006
WCG- Fascinating- you guys are piecing together segments of information that I have gleaned from reading everything in the airplane's document bag. Saw some references to Dick- and couldn't help but wonder what role 414C played. Clearly the 685 is a bit underpowered when compared to the 690s, but I'm certain taking a few hundred pounds off her will result in sound performance improvements. You mentioned the Adell clamps, and Milt mentions fire- can you guys give me a quick education on this particular issue? (Few things frighten me more than fire... I've done 5 engine failures and one control failure in my career- but the one that scared me most was a fire indication in a lav... I hate fire.) I think I very well might have to invite Morris up for a day or two to spend with my guys. They are a very capable organization who also knows when to seek outside help. I told them I'm planning to keep "Charlie" around here awhile so they are making an investment in being able to provide service for her. Robert Randazzo -----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 Sent: Tuesday, April 11, 2006 09:01 Subject: Re: Commander-List: Introduction In a message dated 10-Apr-06 23:56:14 Pacific Daylight Time, rsrandazzo(at)precisionmanuals.com writes: My only wish for the airplane is that sometime soon- all of us 680/685 owners can get access to an engine that is more dependable than the GTSIO-520-Ks.... <><><><><><><><> Welcome, Robert! It's nice to know where N414C went and that her future is in good hands. I've been worried about her since she left Milt's stewardship. I few N414C back in 1997-98. At that time it was owned by Dick MacCoon (MR RPM) and was targeted to be the conformity airplane for the Orenda engine project. MR. RPM leased the airplane to McKinley Communications, the prior "host" of the Twin Commander Flight Group and I was brought on full time to fly her and run the Flight Group. The AC-685 is a wonderful airplane; Turbo Commander systems (geeezzzz that's a lot of Av Gas!, Known Ice and bleed air pressurization) and eerily quiet on the inside. The AC-685 was a stroke of marketing genius (opinions vary) in Rockwell's attempt to have a product between the Shrike and the Turbo Commander. The GTSIO-520s that produce 385 hp on the Cessna 421 were pressed into service on an airframe that was used to 717 shp per side. In order to get some performance, the GTSIO-520-Ks are pushed to 425 hp in the AC-685 installation and that's a lot of power to extract from 520 cubic inches. An alternative engine for this and the "bathtub" nacelle Commanders is a recurring dream shared by lots of guys on this list. We get our hopes up with talk of some kind of diesel powered rotary liquid cooled turbocompound perpetual motion limitless TBO shoebox-sized powerplant from the cover of Popular Science about every two years. Uh huh. Meanwhile, there is a place either in Heaven or the State Mental Hospital for people like you who upgrade the avionics and care for the airframes of the Aero Commanders. Keep up the good work! Wing Commander Gordon PS: aside from holding the GTSIO-520 together, finding the Adell clamps that connects the exhaust to the turbocharger outlet is going to be one of your favorite Easter Egg Hunts. Also the -520-K is NOT the same engine as what's on the Cessna 421, so don't expect an ace 421 shop to know anything about your engine set-up (especially the fuel controlls). DO bring Morris Kernick up to Stead to train your local A&P if you have one. Life is not simple anywhere. Probably less so elsewhere. ________________________________________________________________________________
Subject: Re: Adell Clamps?
From: "N395V" <N395V(at)direcway.com>
Date: Apr 11, 2006
The early 685s had faulty or substandard fuel lines and owners were loathe to replace them. The nacelle is tight and hot so they deteriorated rapidly. Several ruptured and spewed fuel all over those big ass blowers and you can guess the rest. If I am not mistaken this led to an SB or AD requiring replacing of all hoses every 3 calendar years. Your airplane is solid and once you get it back up to snuff it will serve you well. -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=27748#27748 ________________________________________________________________________________
From: "Allen Reed" <allen_reed2(at)hotmail.com>
Subject: Re: Introduction
Date: Apr 11, 2006
you dont mean the same ones that got Chris do ya?? >From: "N395V" <N395V(at)direcway.com> >Reply-To: commander-list(at)matronics.com >To: commander-list(at)matronics.com >Subject: Commander-List: Re: Introduction >Date: Tue, 11 Apr 2006 05:24:02 -0700 > > >Robert, >I owned N414C for about 2 years prior to the sorry SOBs you purchased it >from. Had it in pretty pristine condition when I sold it. I hate that my >baby was mistreated. I too have several photos I will send you off list. > >Wing Commander Gordon (a list participant) who I am sure will pipe in has >many hours flying N414C when she was only in her 20s. > >You have purchased a fine basic airframe and if you cruise the logs you >will find many SBs were performed in preparation for a 135 operation. You >will not find many 685s with these mods. > >I also suggest you have a knowledgable Twin Commander Mech. Go through the >logs and over the plane with a fine tooth comb for other non standard items >or deferred maint. > >When I sold 414C part of the deal was a trade on a Cessna 414 owned by none >other than those who sold you N414C. I had it thouroughly inspected and was >prepared for what I had to deal with. I have absolutely no kind words for >the folks you bought the plane from.. > >Enjoy 414C it is a dream to travel in. > (http://img230.imageshack.us/my.php?image=airborne44cx.jpg) > >Milt > >-------- >Milt >N395V >F1 Rocket > > >Read this topic online here: > >http://forums.matronics.com/viewtopic.php?p=27541#27541 > > ________________________________________________________________________________
Subject: Re: Introduction
From: "N395V" <N395V(at)direcway.com>
Date: Apr 11, 2006
> > > you dont mean the same ones that got Chris do ya?? > Quote: > > Nope. -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=27752#27752 ________________________________________________________________________________
From: CloudCraft(at)aol.com
Date: Apr 11, 2006
Subject: Re: Adell Clamps?
In a message dated 11-Apr-06 14:40:19 Pacific Daylight Time, rsrandazzo(at)precisionmanuals.com writes: You mentioned the Adell clamps, and Milt mentions fire- can you guys give me a quick education on this particular issue? Robert, Thanks for the opportunity to clear that up. After I launched that email and went about my day, I realized I used the wrong name for the clamp I'm describing. An Adell clamp is common and used to stand off tubes, wires and hoses. This is not what I'm talking about. I will probably have to ask Morris the name -- unless Bill Leff is here and knows the answer -- but there is a stainless steel clamp that tightens with a screw, kind of like a spring tensioned super hose clamp but much larger and shaped with a groove if memory serves me well, that clamps down on the turbo and the exhaust stack. One 685 I flew had one that was not able to tighten enough. The symptom in the cockpit was a drop in manifold pressure. The visual simptom was a pretty hairy exhaust streak coming out the nacelle door. Scares me just to remember it. Anyway, I remember being told that "There are none," when discussing replacing it as it was unique to the AC-685. I'm sorry for being vague about something so important, but I can't recall the name. Let's see .... it isn't a Sperthing Bearing, a Bellville washer or a hydrocoptic Marzel vane. Isn't a transverse durakit .... not a retro encabulator ... Wing Commander Gordon Life is not simple anywhere. Probably less so elsewhere. ________________________________________________________________________________
From: "Stan" <swperk(at)earthlink.net>
Subject: Adell Clamps?
Date: Apr 11, 2006
Is it called a "V-band clamp?" I've seen those used in other high temp/high strength applications. Stan Perkins N681SP -----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 Sent: Tuesday, April 11, 2006 8:54 PM Subject: Re: Commander-List: Adell Clamps? In a message dated 11-Apr-06 14:40:19 Pacific Daylight Time, rsrandazzo(at)precisionmanuals.com writes: You mentioned the Adell clamps, and Milt mentions fire- can you guys give me a quick education on this particular issue? Robert, Thanks for the opportunity to clear that up. After I launched that email and went about my day, I realized I used the wrong name for the clamp I'm describing. An Adell clamp is common and used to stand off tubes, wires and hoses. This is not what I'm talking about. I will probably have to ask Morris the name -- unless Bill Leff is here and knows the answer -- but there is a stainless steel clamp that tightens with a screw, kind of like a spring tensioned super hose clamp but much larger and shaped with a groove if memory serves me well, that clamps down on the turbo and the exhaust stack. One 685 I flew had one that was not able to tighten enough. The symptom in the cockpit was a drop in manifold pressure. The visual simptom was a pretty hairy exhaust streak coming out the nacelle door. Scares me just to remember it. Anyway, I remember being told that "There are none," when discussing replacing it as it was unique to the AC-685. I'm sorry for being vague about something so important, but I can't recall the name. Let's see .... it isn't a Sperthing Bearing, a Bellville washer or a hydrocoptic Marzel vane. Isn't a transverse durakit .... not a retro encabulator ... Wing Commander Gordon Life is not simple anywhere. Probably less so elsewhere. ________________________________________________________________________________
From: STOLHorse(at)aol.com
Date: Apr 12, 2006
Subject: Re: Introduction
Hello Robert - And hello again to the rest of you Commander fans. I have not contributed to this list in probably two years or more but I have been reading virtually every post. This list is definitely my support group as I am certain my brain will end up in a glass jar right alongside most of yours in the Center for the Study of Creative Aircraft Expenditure Justifications. But, that's OK with me because we all know that these airplanes are as superior as they are unique. I've owned a 690B, 681B twice, a 560F briefly, and now the 685. I'm sure we all have our favorite model but what I've learned from my small sampling is that they are all fantastic airplanes. It was a real pleasure to read your introduction Robert (and the resultant 685 specific advise) because I have been getting acquainted with MSN 12057 over the past year and a half. I'm not sure but I think Milt was the only 685 owner on the list and I knew he sold his (yours) a couple years ago. Anyway, I am pleasantly surprised with the airplane. I bought it for the same reasons you did and, after flying the 690's so much, I figured I'd really not like it much. But, as long as I keep it in perspective and don't ask it for 690 type capabilities, it has worked very well. I run the airplane fairly heavy (its hard not to because they are so heavy empty) and I go to high altitude airports with it -- but not in mountainous areas. I do use full power on take off, because it needs it, but I do it very slowly. I am currently doing my second annual on it (I do most of my own maintenance) and this is definitely the time of year when I am continuously arguing with myself about how much I need a Commander. I was pretty worried about finding parts for it but, so far, I have been able to find all that I need. That is not to say that there haven't been some challenging "Easter egg hunts" but, actually it has been much better than I expected. I can echo the concerns about the exhaust system inspections. Right after I got the plane I found a crack in one exhaust stack that started right at the weld of the flange and had worked its way about 5/8 around the tube. I open both sides of that cowling and get my flash light and rag and study and grab and touch and wipe everything thoroughly before every flight. The stories of broken exhaust and fires is plenty of motivation to spend 45 minutes or so preflighting the airplane. I have never spent anywhere near the amount of time on preflight inspections with any other airplane but I feel better doing it on this one. I have only flown it about 130 hours but, so far it has been a sound airplane and I'm glad I gave it a try. I would love to upgrade the panel like you are doing. (I am currently doing a very similar panel with the Chelton displays in a customers Helio Courier.) I also gave a considerable amount of thought to an engine conversion but, like Keith said, I think I'll wait for the next Popular Mechanics to come out. Well, maybe I rarely contribute to this list because I don't know when to stop. Sorry to ramble on. Welcome to the list and I look forward to hearing more about your 685. Let's talk about power settings sometime. Best regards, David Maytag ________________________________________________________________________________
From: "Dennis" <28bravo(at)comcast.net>
Subject: Re: Adell Clamps?
Date: Apr 11, 2006
WCG: That clamp is the ubiquitous Marmen clamp, commonly used to keep your "hairdryer" in place. It is a "V" band clamp that is prone to failure. It would be wise to safety wire these clamps with .040 stainless safety wire to prevent unwanted catastrophic leakage of exhaust gas. Also it is a good idea to remove them at least every annual and do a thorough visual inspection under magnification to check for cracks. Dennis ----- Original Message ----- From: <CloudCraft(at)aol.com> Sent: Tuesday, April 11, 2006 8:53 PM Subject: Re: Commander-List: Adell Clamps? > > In a message dated 11-Apr-06 14:40:19 Pacific Daylight Time, > rsrandazzo(at)precisionmanuals.com writes: > You mentioned the Adell clamps, and Milt mentions fire- can you guys give > me a quick education on this particular issue? > Robert, > > Thanks for the opportunity to clear that up. After I launched that email > and > went about my day, I realized I used the wrong name for the clamp I'm > describing. An Adell clamp is common and used to stand off tubes, wires > and hoses. > This is not what I'm talking about. > > I will probably have to ask Morris the name -- unless Bill Leff is here > and > knows the answer -- but there is a stainless steel clamp that tightens > with a > screw, kind of like a spring tensioned super hose clamp but much larger > and > shaped with a groove if memory serves me well, that clamps down on the > turbo and > the exhaust stack. > > One 685 I flew had one that was not able to tighten enough. The symptom > in > the cockpit was a drop in manifold pressure. The visual simptom was a > pretty > hairy exhaust streak coming out the nacelle door. Scares me just to > remember > it. > > Anyway, I remember being told that "There are none," when discussing > replacing it as it was unique to the AC-685. > > I'm sorry for being vague about something so important, but I can't recall > the name. Let's see .... it isn't a Sperthing Bearing, a Bellville > washer or a > hydrocoptic Marzel vane. Isn't a transverse durakit .... not a retro > encabulator ... > > Wing Commander Gordon > > Life is not simple anywhere. Probably less so elsewhere. > > > ________________________________________________________________________________
From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com>
Subject: Introduction
Date: Apr 12, 2006
David- Ah, Great! Another 685 owner! I have not had any problems with parts- EXCEPT that I'm currently having a hard time finding a turbo housing. Everyone seems to think they are available- but nobody seems to know where. Apparently this happens with turbo housings from time to time- so I'm not sweating it just yet. My operating with the airplane has been mostly pretty heavy as well. Three legs were with 322gal of fuel- and I was glad to have some time in larger transport category airplanes that suffer in climb performance when full of gas. I honestly never considered "Step climbs" in a GA airplane before- but they worked perfectly. Once I'm finished with this refit, most of my flying will be up/down the west coast. Reno is mountainous terrain- which is why I was so inteersted in the Cheltons. I like the idea of being able to see in the dark with the synthetic vision- and in the event I have to find a landing strip with one prop not turning- the Flight Path Vector is an incredibly useful tool. Most of my flying will be single pilot- so I am a big fan of automation. Store my email address, David- I'd like to make good acquaintance with fellow 685 owners. I can't wait to get our bird flying again. Every time I squeeze myself into the back of some airline's equipment- I look more and more forward to having this upgrade completed. Must be a way we can strap a pair of Garrets to our airplanes without anyone noticing, David... Just might have to use some good old Yankee Ingenuity. Hahahahah..... ("No, Mr. FAA Man. I don't know why the dataplate says GTSO-520-K on it. I mean- look! Those are clearly Garrets!") Robert Randazzo -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of STOLHorse(at)aol.com Sent: Tuesday, April 11, 2006 22:35 Subject: Re: Commander-List: Introduction Hello Robert - And hello again to the rest of you Commander fans. I have not contributed to this list in probably two years or more but I have been reading virtually every post. This list is definitely my support group as I am certain my brain will end up in a glass jar right alongside most of yours in the Center for the Study of Creative Aircraft Expenditure Justifications. But, that's OK with me because we all know that these airplanes are as superior as they are unique. I've owned a 690B, 681B twice, a 560F briefly, and now the 685. I'm sure we all have our favorite model but what I've learned from my small sampling is that they are all fantastic airplanes. It was a real pleasure to read your introduction Robert (and the resultant 685 specific advise) because I have been getting acquainted with MSN 12057 over the past year and a half. I'm not sure but I think Milt was the only 685 owner on the list and I knew he sold his (yours) a couple years ago. Anyway, I am pleasantly surprised with the airplane. I bought it for the same reasons you did and, after flying the 690's so much, I figured I'd really not like it much. But, as long as I keep it in perspective and don't ask it for 690 type capabilities, it has worked very well. I run the airplane fairly heavy (its hard not to because they are so heavy empty) and I go to high altitude airports with it -- but not in mountainous areas. I do use full power on take off, because it needs it, but I do it very slowly. I am currently doing my second annual on it (I do most of my own maintenance) and this is definitely the time of year when I am continuously arguing with myself about how much I need a Commander. I was pretty worried about finding parts for it but, so far, I have been able to find all that I need. That is not to say that there haven't been some challenging "Easter egg hunts" but, actually it has been much better than I expected. I can echo the concerns about the exhaust system inspections. Right after I got the plane I found a crack in one exhaust stack that started right at the weld of the flange and had worked its way about 5/8 around the tube. I open both sides of that cowling and get my flash light and rag and study and grab and touch and wipe everything thoroughly before every flight. The stories of broken exhaust and fires is plenty of motivation to spend 45 minutes or so preflighting the airplane. I have never spent anywhere near the amount of time on preflight inspections with any other airplane but I feel better doing it on this one. I have only flown it about 130 hours but, so far it has been a sound airplane and I'm glad I gave it a try. I would love to upgrade the panel like you are doing. (I am currently doing a very similar panel with the Chelton displays in a customers Helio Courier.) I also gave a considerable amount of thought to an engine conversion but, like Keith said, I think I'll wait for the next Popular Mechanics to come out. Well, maybe I rarely contribute to this list because I don't know when to stop. Sorry to ramble on. Welcome to the list and I look forward to hearing more about your 685. Let's talk about power settings sometime. Best regards, David Maytag ________________________________________________________________________________
From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com>
Subject: Thanks!
Date: Apr 12, 2006
For everyone on this list- Thanks for the warm welcome, everyone. As the "new guy" to the list and to Commander-Land- I hope you know how useful it is to immediately gain from the experiences you all are sharing. I've learned as much in the last two days as I've learned in the previous 6 months about my airplane. Great stuff- thanks. Robert Randazzo ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: Thanks!
Date: Apr 12, 2006
Robert, Some folks barged onto the list with all sorts of tricks and attitudes. They quickly felt unwelcome and smartly left the list. Stand-up people like yourself who show some character have always been warmly welcomed and felt right at home over here. We are just a bunch of regular folk who love Commanders and aviation; and who do not mind walking the extra mile for someone else. I don't mean to speak for the group, but I have a hunch my perceptions are accurate. Welcome. Nico ----- Original Message ----- From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com> Sent: Wednesday, April 12, 2006 1:10 AM Subject: Commander-List: Thanks! > > For everyone on this list- > > Thanks for the warm welcome, everyone. As the "new guy" to the list and to > Commander-Land- I hope you know how useful it is to immediately gain from > the experiences you all are sharing. > > I've learned as much in the last two days as I've learned in the previous 6 > months about my airplane. > > Great stuff- thanks. > > Robert Randazzo > > ________________________________________________________________________________
From: "MASON CHEVAILLIER" <kamala(at)msn.com>
Subject: Re: Thanks!
Date: Apr 12, 2006
r & n, amen and morris is good.! mason ----- Original Message ----- From: css nico<mailto:nico(at)cybersuperstore.com> To: commander-list(at)matronics.com Sent: Wednesday, April 12, 2006 10:17 AM Subject: Re: Commander-List: Thanks! Robert, Some folks barged onto the list with all sorts of tricks and attitudes. They quickly felt unwelcome and smartly left the list. Stand-up people like yourself who show some character have always been warmly welcomed and felt right at home over here. We are just a bunch of regular folk who love Commanders and aviation; and who do not mind walking the extra mile for someone else. I don't mean to speak for the group, but I have a hunch my perceptions are accurate. Welcome. Nico ----- Original Message ----- From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com<mailto:rsrandazzo(at)precisionmanuals.com>> To: > Sent: Wednesday, April 12, 2006 1:10 AM Subject: Commander-List: Thanks! > > > For everyone on this list- > > Thanks for the warm welcome, everyone. As the "new guy" to the list and to > Commander-Land- I hope you know how useful it is to immediately gain from > the experiences you all are sharing. > > I've learned as much in the last two days as I've learned in the previous 6 > months about my airplane. > > Great stuff- thanks. > > Robert Randazzo > > > > > > > > > > > > > ________________________________________________________________________________
From: "David Owens" <dowens(at)aerialviewpoint.com>
Subject: Re: Desperate For Parts
Date: Apr 12, 2006
Hey, we got all our parts together finally, and we are in the air. Just got a new GPS today, soooo... 2 new engines, props, hoses, and more...You mentioned that there might be a fly-in at your airport? Is that so? I mentioned it to some of the pilots and my brother, and they all seemed interested... Let me know if something is in the works. Thanks again for all of your input on our missing parts delima... ----- Original Message ----- From: "Jim Addington" <jtaddington(at)charter.net> Sent: Wednesday, March 01, 2006 1:02 PM Subject: RE: Commander-List: Desperate For Parts > > Try White Industries if they are still in business. They had a 500A at one > time, now that I think about it that was over 15 years ago, but you never > know. > Jim Addington > N444BD > 500A > > -----Original Message----- > From: owner-commander-list-server(at)matronics.com > [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of steve > Sent: Wednesday, March 01, 2006 10:58 AM > To: commander-list(at)matronics.com > Subject: RE: Commander-List: Desperate For Parts > > > David, > > Have you tried Jack Chapelle in California? Lots of ACommander goodies at > 951-371-7513. > > Steve G. > > -----Original Message----- > From: owner-commander-list-server(at)matronics.com > [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of David Owens > Sent: Wednesday, March 01, 2006 10:29 AM > To: commander-list(at)matronics.com > Subject: Commander-List: Desperate For Parts > > > > We inadvertantly lost some airframe parts in the shuffle of cleaning up > after the hurricane event "Rita" while waiting on the engine from the > overhaul shop. To be brief, The most sought after item is a 90 degree elbow > aluminum cast intake connecting to the fuel controller on the right engine. > This part has a large accordian shaped rubber hose that connects to the air > filter box attached to the other end. This part only applies to a 500-A > Commander, and it IS an airframe part. The part number in question is > 3610274-502. Specific to a Continental 470 or 520 engine. Other parts that > are missing are the entire baffle assy Intercylinder between 1&3, 2&4, 3&5, > and 4&6, as well as the supports for the fuel injection lines that connect > to these baffle assy's on top of the engine. These parts (baffles) are not > specific to the right engine only, as they are the same part no's for both > sides. The other items are the two control rods (mixture & throttle) > connecting to the fuel controlle! > r from the belcranks. The description in the parts book are "Rod & End > Assy". Part no's for these are 6900074-579 and 529 respectively. If ANYONE > out there that knows of a 500A fresh to be parted out that we might > contact, it would be greatly appreciated. If anyone interested in seeing > pics of the parts from the other engine for comparison, I will send them > e-mail in short order. We have been calling and looking for these parts for > weeks going on a month now. Waiting to fire up the "new" engine on these > parts... A O G... I will post if anyone finds these parts or part for > us. > > David Owens > Aerial Viewpoint > DW Hooks Airport > Spring, Texas > dowens(at)aerialviewpoint.com > 500-A Aero Commander > 14-AV > > ________________________________________________________________________________
Date: Apr 13, 2006
From: W J R HAMILTON <wjrhamilton(at)optusnet.com.au>
Subject: Re: Adell Clamps?
Guys, Go easy on Bellville washers, many an aircraft with a wooden prop has had all sorts of nasty things happen with disintegrating/ departing props or parts thereof, because they didn=92t understand Bellville washers =96 Schnizzentight is not always the way to go, indeed RTFM. Perhaps you are thinking of Marmon clamps. Cheers, Bill Hamilton At 13:53 12/04/2006, you wrote: > >In a message dated 11-Apr-06 14:40:19 Pacific Daylight Time, >rsrandazzo(at)precisionmanuals.com writes: >You mentioned the Adell clamps, and Milt mentions fire- can you guys give >me a quick education on this particular issue? >Robert, > >Thanks for the opportunity to clear that up. After I launched that email and >went about my day, I realized I used the wrong name for the clamp I'm >describing. An Adell clamp is common and used >to stand off tubes, wires and hoses. >This is not what I'm talking about. > >I will probably have to ask Morris the name -- unless Bill Leff is here and >knows the answer -- but there is a stainless steel clamp that tightens with a >screw, kind of like a spring tensioned super hose clamp but much larger and >shaped with a groove if memory serves me well, >that clamps down on the turbo and >the exhaust stack. > >One 685 I flew had one that was not able to tighten enough. The symptom in >the cockpit was a drop in manifold >pressure. The visual simptom was a pretty >hairy exhaust streak coming out the nacelle >door. Scares me just to remember >it. > >Anyway, I remember being told that "There are none," when discussing >replacing it as it was unique to the AC-685. > >I'm sorry for being vague about something so important, but I can't recall >the name. Let's see .... it isn't a Sperthing >Bearing, a Bellville washer or a >hydrocoptic Marzel vane. Isn't a transverse durakit .... not a retro >encabulator ... > >Wing Commander Gordon > >Life is not simple anywhere. Probably less so elsewhere. > > CONFIDENTIALITY & PRIVILEGE NOTICE W.J.R.Hamilton,Glenalmond Group Companies,Fighter Flights Internet Services and Warbirds.Net. & . This message is intended for and should only be used by the addressee. It is confidential and may contain legally privileged information.If you are not the intended recipient any use distribution,disclosure or copying of this message is strictly prohibited.Confidentiality and legal privilege attached to this communication are not waived or lost by reason of the mistaken delivery to you.If you have received this message in error, please notify us immediately to: Australia 61 (0)408 876 526 Dolores capitis non fero. Eos do. ________________________________________________________________________________
From: "" <br549phil(at)mindspring.com>
Subject: Vouch for Morris
Date: Apr 13, 2006
Dito! Phil Stubbs > [Original Message] > From: Randy Dettmer, AIA <rcdettmer(at)charter.net> > To: Commander Chat > Date: 4/11/2006 4:55:29 PM > Subject: Commander-List: Vouch for Morris > > > I will echo the comments about the excellent service and support > received from Morris Kernick, for over 7 years owning and > operating my Twin Commander. Morris assisted me in finding my > Commander and does all of its maintenance. He is a wealth of > knowledge about Commanders, and has always been available to me > when I needed help or information. I made him a small loan when > he was forced to move his shop, which he promptly repaid. I do > not hesitate to recommend him for pre-buys, maintenance, or > service. > > Randy Dettmer, AIA, NCARB > 680F/N6253X > > Dettmer Architecture > 805 541 4864 / Fax 805 541 4865 > www.dettmerarchitecture.com > > > > > > > ________________________________________________________________________________
From: "" <br549phil(at)mindspring.com>
Subject: Re: Introduction
Date: Apr 13, 2006
I contracted with Morris four years ago to do the pre-buy on my 560F knowing of his past problems. I am an A&P with an IA but knew it was well worth my while to have someone who knows what to look for do the inspection. After eight hours and a list of 124 discrepancies(on an aircraft about to be signed off for an annual) there was no question it was money well spent. Over the years his store of spares and freely given advice have saved me much time, money and aggravation. We all make mistakes. His value to the Commander community is hard to dispute. Phil Stubbs > [Original Message] > From: John Vormbaum <john(at)vormbaum.com> > To: > Date: 4/11/2006 3:40:10 PM > Subject: Re: Commander-List: Introduction > > > I am very familiar with the crash that happened many years ago; Morris was > essentially threatened in order to force him to sign off & release the > airplane to the owner, even after Morris declared it unsafe to fly. Morris > specifically grounded the airplane, but the owner wouldn't listen. What > would you expect to happen? > > Nobody works on my airplane except Morris, and I've had NO issues in 7 years > of flying my 500B that was ONLY maintained by Morris. There are only a > couple of people left alive that know as much about these airplanes as > Morris. I've seen many people burned on Commander purchases. People who get > a pre-buy from Morris and LISTEN to him don't get burned. > > There are two sides to every story. Morris can be grumpy, opinionated, > occasionally rude and non-social, but is a wealth of knowledge. The only > people who've dealt with him that have been burned, in my experience > (granted, only 7 years' worth) are people who don't listen to his advice, or > listen and then try to cut corners on maintenance. > > Like dealing with doctors, you should always get a 2nd opinion. That's one > of the reasons the list is here. But I think you'd be surprised how many of > the highly praised Commander shops just call Morris when they come upon a > difficult Commander problem. > > /J > ----- Original Message ----- > From: <skyhawkc-172(at)comcast.net> > To: > Sent: Tuesday, April 11, 2006 12:04 PM > Subject: Re: Commander-List: Introduction > > > > > > One last note...Harry Merrit listed on the AreoCommander site as > > avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought you > > should have a little info prior to going in blind like us and others > > before us. > > > > Good Luck and Happy skies... > > > > > > -------------- Original message -------------- > > From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com> > > > >> > >> > >> Fellow Commanders- > >> > >> I have just joined this list after a recommendation from Twin Commander > >> Corp. I don't know what the local customs are- so I thought I'd at least > >> introduce myself! > >> > >> I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly > >> more > >> than a year. The airplane is currently based in western Nevada at > >> Reno-Stead Airport (4SD) and will be in use for a range of business and > >> private missions. > >> > >> Although we brought this magnificent airplane here last April, I've only > >> managed to acquire about 40hrs of time in up to today, as it has spent > >> almost the entire year in a significant maintenance refit. > >> > >> At the time we purchased the bird, it was clear that it was going to need > >> some TLC to get it back up to the level of mechanical integrity that I > >> demand from an airplane- we found some things buried in the engine > >> compartments that hinted of some non standard maintenance practices > >> (nylocks > >> holding the turbo casings in place and safety wire holding the heat > >> shields > >> to their mounts... (!?!)) but overall the airplane is a fantastic > >> specimen > >> completely free of corrosion and some of the wear and tear you'd expect > >> on a > >> 32 year old bird. > >> > >> The right engine was exhibiting some signs of stress- but gave only a few > >> hints to it's illness in spite of a significant maintenance inspection. > >> During a test flight in August the engine suffered an uncontained failure > >> that put the final exclamation point on my concerns about it's health. > >> (to > >> say the least!) I had the good fortune of gaining some live single engine > >> experience with the airplane on a clear, windless day while at 16,500' > >> and > >> directly over the top of my home field.... It doesn't get much better > >> than > >> that! > >> > >> Upon removal and inspection- it appears that the engine builder elected > >> to > >> use a silicone sealant inside the engine case. The sealant came free in > >> globs and clogged the oil system- causing a complete meltdown in mere > >> seconds. Fortunately the left engine came from a different and (we think) > >> more reputable engine shop! > >> > >> I've flown a number of turbine/turboprop/large piston twins- and I will > >> swear to the fact that the Commander is the finest flying twin I've ever > >> driven with an engine shut down. Absolutely predictable, stable and well > >> mannered. If any of you have never had the opportunity to fly your > >> airplane > >> single engine down to a landing (I hope you never do) you can rest > >> assured > >> that if you keep your wits about you and plan your landing thoughtfully - > >> your airplane will look after you. > >> > >> We've just received the new engine that is to be hung on N414C- along > >> with > >> two overhauled props. We've just finished replacing every hose on the > >> airplane (some dated to date of manufacture...oops...that slipped through > >> the pre-buy...) and have gutted the entire avionics package to make room > >> for > >> modern technology. > >> > >> N414C is expected to fly again in late May/early June with a full new > >> cockpit setup that is built around a two screen Chelton Flight Systems > >> Synthetic Vision package. Since we were gutting, we're also installing > >> two > >> Garmin SL30 Nav/Coms, a full set of electric backup 2 inch > >> Attitude/Altimeter/Nav gauges, and a PS audio control panel. This cockpit > >> layout will be a bit unique in that we are putting the navcoms/audio > >> panel > >> into a center console along with the color radar unit in order to open up > >> panel space and arrange things more cleanly for pilot use. > >> > >> We are also adding a Gemini engine monitoring package to the airplane in > >> order to try and extend engine life as much as possible- and possibly see > >> any further engine aberrations before the pieces fly out of the > >> cowling... > >> > >> We are working closely with the great folks at Chelton who are expanding > >> the > >> STC list for their AP-3C autopilot to include the 685 series commanders > >> specifically so that we can install the unit on this airplane. We'll > >> likely > >> have to fly the airplane to Idaho upon completion so that they can > >> demonstrate the installation to their FISDO in order to complete the STC > >> approval- but we felt that this was a small price to pay for the > >> improvement > >> in safety and functionality that would come with the new system. (Aside > >> from which, when the good old M4 stopped working- it was going to cost as > >> much to repair is it would to install the new Chelton autopilot....) > >> > >> No decision on overhauling the cabin or repainting the exterior- but I'm > >> sure these will come in due time. Looking forward to getting this grand > >> old > >> bird flying again in fantastic new style. > >> > >> For those interested- we estimate that approximately 300lbs of weight > >> will > >> be shed from the airplane before this overhaul is finished.... > >> > >> My only wish for the airplane is that sometime soon- all of us 680/685 > >> owners can get access to an engine that is more dependable than the > >> GTSIO-520-Ks.... I really haven't had much chance to work with these > >> engines- but from what I've read they can be a temperamental lot if not > >> cared for precisely in flight. I'm comfortable with the process- but it > >> would be nice to have an alternative.... > >> > >> At any rate- that's a long winded introduction- but I'm a great fan of > >> Commander aircraft- and I'm looking forward to expanding my fund of > >> knowledge with all of you folks- and hopefully meeting you all one day at > >> a > >> gathering! > >> > >> Robert Randazzo > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > >> > > > > One last note...Harry Merrit listed on the AreoCommander site as > > avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought you > > should have a little info prior to going in blind like us and others > > before us. > > > > Good Luck and Happy skies... > > > > > > -------------- Original message -------------- > > From: "Robert S. Randazzo" rsrandazzo(at)precisionmanuals.com > > > > -- Commander-List message posted by: "Robert S. Randazzo" > > > > > > Fellow Commanders- > > > > I have just joined this list after a recommendation from Twin Commander > > Corp. I don't know what the local customs are- so I thought I'd at least > > introduce myself! > > > > I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly > > more > > than a year. The airplane is currently based in western Nevada at > > Reno-Stead Airport (4SD) and will be in use for a range of business and > > private missions. > > > > Although we brought this magnificent airplane here last April, I've only > > managed to acquire about 40hrs of time in up to today, > > as it has spent > > almost the entire year in a significant maintenance refit. > > > > At the time we purchased the bird, it was clear that it was going to need > > some TLC to get it back up to the level of mechanical integrity that I > > demand from an airplane- we found some things buried in the engine > > compartments that hinted of some non standard maintenance practices > > (nylocks > > holding the turbo casings in place and safety wire holding the heat > > shields > > to their mounts... (!?!)) but overall the airplane is a fantastic specimen > > completely free of corrosion and some of the wear and tear you'd expect on > > a > > 32 year old bird. > > > > The right engine was exhibiting some signs of stress- but gave only a few > > hints to it's illness in spite of a significant maintenance inspection. > > During a test flight in August the engine suffered an uncontained failure > > that put the final excl > > amation point on my concerns about it's health. (to > > say the least!) I had the good fortune of gaining some live single engine > > experience with the airplane on a clear, windless day while at 16,500' and > > directly over the top of my home field.... It doesn't get much better than > > that! > > > > Upon removal and inspection- it appears that the engine builder elected to > > use a silicone sealant inside the engine case. The sealant came free in > > globs and clogged the oil system- causing a complete meltdown in mere > > seconds. Fortunately the left engine came from a different and (we think) > > more reputable engine shop! > > > > I've flown a number of turbine/turboprop/large piston twins- and I will > > swear to the fact that the Commander is the finest flying twin I've ever > > driven with an engine shut down. Absolutely predictable, stable and well > > mannered. If any of you have never > > had the opportunity to fly your airplane > > single engine down to a landing (I hope you never do) you can rest assured > > that if you keep your wits about you and plan your landing thoughtfully - > > your airplane will look after you. > > > > We've just received the new engine that is to be hung on N414C- along with > > two overhauled props. We've just finished replacing every hose on the > > airplane (some dated to date of manufacture...oops...that slipped through > > the pre-buy...) and have gutted the entire avionics package to make room > > for > > modern technology. > > > > N414C is expected to fly again in late May/early June with a full new > > cockpit setup that is built around a two screen Chelton Flight Systems > > Synthetic Vision package. Since we were gutting, we're also installing two > > Garmin SL30 Nav/Coms, a full set of electric backup 2 inch > > Attitude/Altimeter/Nav gauges, and a PS > > audio control panel. This cockpit > > layout will be a bit unique in that we are putting the navcoms/audio panel > > into a center console along with the color radar unit in order to open up > > panel space and arrange things more cleanly for pilot use. > > > > We are also adding a Gemini engine monitoring package to the airplane in > > order to try and extend engine life as much as possible- and possibly see > > any further engine aberrations before the pieces fly out of the cowling... > > > > We are working closely with the great folks at Chelton who are expanding > > the > > STC list for their AP-3C autopilot to include the 685 series commanders > > specifically so that we can install the unit on this airplane. We'll > > likely > > have to fly the airplane to Idaho upon completion so that they can > > demonstrate the installation to their FISDO in order to complete the STC > > approval- but we felt that this w > > as a small price to pay for the improvement > > in safety and functionality that would come with the new system. (Aside > > from which, when the good old M4 stopped working- it was going to cost as > > much to repair is it would to install the new Chelton autopilot....) > > > > No decision on overhauling the cabin or repainting the exterior- but I'm > > sure these will come in due time. Looking forward to getting this grand > > old > > bird flying again in fantastic new style. > > > > For those interested- we estimate that approximately 300lbs of weight will > > be shed from the airplane before this overhaul is finished.... > > > > My only wish for the airplane is that sometime soon- all of us 680/685 > > owners can get access to an engine that is more dependable than the > > GTSIO-520-Ks.... I really haven't had much chance to work with these > > engines- but from what I've read they can be a temperament > > al lot if not > > cared for precisely in flight. I'm comfortable with the process- but it > > would be nice to have an alternative.... > > > > At any rate- that's a long winded introduction- but I'm a great fan of > > Commander aircraft- and I'm looking forward to expanding my fund of > > knowledge with all of you folks- and hopefully meeting you all one day at > > a > > gathering! > > > > Robert Randazzo > > > > > > > > > > =================== > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Moe" <moe(at)rosspistons.com>
Subject: Re: Introduction
Date: Apr 13, 2006
Gents, Morris has always dealt with me very fairly. My mechanic has called Morris numerous times for (free) advice when working on my 680F(p). I would recommend Morris to anyone. Moe N680RR ----- Original Message ----- From: <br549phil(at)mindspring.com> Sent: Thursday, April 13, 2006 11:41 AM Subject: Re: Commander-List: Introduction > > I contracted with Morris four years ago to do the pre-buy on my 560F > knowing of his past problems. I am an A&P with an IA but knew it was well > worth my while to have someone who knows what to look for do the > inspection. After eight hours and a list of 124 discrepancies(on an > aircraft about to be signed off for an annual) there was no question it was > money well spent. > > Over the years his store of spares and freely given advice have saved me > much time, money and aggravation. > We all make mistakes. His value to the Commander community is hard to > dispute. > > Phil Stubbs > > > > [Original Message] > > From: John Vormbaum <john(at)vormbaum.com> > > To: > > Date: 4/11/2006 3:40:10 PM > > Subject: Re: Commander-List: Introduction > > > > > > I am very familiar with the crash that happened many years ago; Morris > was > > essentially threatened in order to force him to sign off & release the > > airplane to the owner, even after Morris declared it unsafe to fly. > Morris > > specifically grounded the airplane, but the owner wouldn't listen. What > > would you expect to happen? > > > > Nobody works on my airplane except Morris, and I've had NO issues in 7 > years > > of flying my 500B that was ONLY maintained by Morris. There are only a > > couple of people left alive that know as much about these airplanes as > > Morris. I've seen many people burned on Commander purchases. People who > get > > a pre-buy from Morris and LISTEN to him don't get burned. > > > > There are two sides to every story. Morris can be grumpy, opinionated, > > occasionally rude and non-social, but is a wealth of knowledge. The only > > people who've dealt with him that have been burned, in my experience > > (granted, only 7 years' worth) are people who don't listen to his advice, > or > > listen and then try to cut corners on maintenance. > > > > Like dealing with doctors, you should always get a 2nd opinion. That's > one > > of the reasons the list is here. But I think you'd be surprised how many > of > > the highly praised Commander shops just call Morris when they come upon a > > difficult Commander problem. > > > > /J > > ----- Original Message ----- > > From: <skyhawkc-172(at)comcast.net> > > To: > > Sent: Tuesday, April 11, 2006 12:04 PM > > Subject: Re: Commander-List: Introduction > > > > > > > > > > One last note...Harry Merrit listed on the AreoCommander site as > > > avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought you > > > should have a little info prior to going in blind like us and others > > > before us. > > > > > > Good Luck and Happy skies... > > > > > > > > > -------------- Original message -------------- > > > From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com> > > > > > >> > > >> > > >> Fellow Commanders- > > >> > > >> I have just joined this list after a recommendation from Twin Commander > > >> Corp. I don't know what the local customs are- so I thought I'd at > least > > >> introduce myself! > > >> > > >> I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly > > >> more > > >> than a year. The airplane is currently based in western Nevada at > > >> Reno-Stead Airport (4SD) and will be in use for a range of business and > > >> private missions. > > >> > > >> Although we brought this magnificent airplane here last April, I've > only > > >> managed to acquire about 40hrs of time in up to today, as it has spent > > >> almost the entire year in a significant maintenance refit. > > >> > > >> At the time we purchased the bird, it was clear that it was going to > need > > >> some TLC to get it back up to the level of mechanical integrity that I > > >> demand from an airplane- we found some things buried in the engine > > >> compartments that hinted of some non standard maintenance practices > > >> (nylocks > > >> holding the turbo casings in place and safety wire holding the heat > > >> shields > > >> to their mounts... (!?!)) but overall the airplane is a fantastic > > >> specimen > > >> completely free of corrosion and some of the wear and tear you'd > expect > > >> on a > > >> 32 year old bird. > > >> > > >> The right engine was exhibiting some signs of stress- but gave only a > few > > >> hints to it's illness in spite of a significant maintenance inspection. > > >> During a test flight in August the engine suffered an uncontained > failure > > >> that put the final exclamation point on my concerns about it's health. > > >> (to > > >> say the least!) I had the good fortune of gaining some live single > engine > > >> experience with the airplane on a clear, windless day while at 16,500' > > >> and > > >> directly over the top of my home field.... It doesn't get much better > > >> than > > >> that! > > >> > > >> Upon removal and inspection- it appears that the engine builder > elected > > >> to > > >> use a silicone sealant inside the engine case. The sealant came free in > > >> globs and clogged the oil system- causing a complete meltdown in mere > > >> seconds. Fortunately the left engine came from a different and (we > think) > > >> more reputable engine shop! > > >> > > >> I've flown a number of turbine/turboprop/large piston twins- and I will > > >> swear to the fact that the Commander is the finest flying twin I've > ever > > >> driven with an engine shut down. Absolutely predictable, stable and > well > > >> mannered. If any of you have never had the opportunity to fly your > > >> airplane > > >> single engine down to a landing (I hope you never do) you can rest > > >> assured > > >> that if you keep your wits about you and plan your landing > thoughtfully - > > >> your airplane will look after you. > > >> > > >> We've just received the new engine that is to be hung on N414C- along > > >> with > > >> two overhauled props. We've just finished replacing every hose on the > > >> airplane (some dated to date of manufacture...oops...that slipped > through > > >> the pre-buy...) and have gutted the entire avionics package to make > room > > >> for > > >> modern technology. > > >> > > >> N414C is expected to fly again in late May/early June with a full new > > >> cockpit setup that is built around a two screen Chelton Flight Systems > > >> Synthetic Vision package. Since we were gutting, we're also installing > > >> two > > >> Garmin SL30 Nav/Coms, a full set of electric backup 2 inch > > >> Attitude/Altimeter/Nav gauges, and a PS audio control panel. This > cockpit > > >> layout will be a bit unique in that we are putting the navcoms/audio > > >> panel > > >> into a center console along with the color radar unit in order to open > up > > >> panel space and arrange things more cleanly for pilot use. > > >> > > >> We are also adding a Gemini engine monitoring package to the airplane > in > > >> order to try and extend engine life as much as possible- and possibly > see > > >> any further engine aberrations before the pieces fly out of the > > >> cowling... > > >> > > >> We are working closely with the great folks at Chelton who are > expanding > > >> the > > >> STC list for their AP-3C autopilot to include the 685 series commanders > > >> specifically so that we can install the unit on this airplane. We'll > > >> likely > > >> have to fly the airplane to Idaho upon completion so that they can > > >> demonstrate the installation to their FISDO in order to complete the > STC > > >> approval- but we felt that this was a small price to pay for the > > >> improvement > > >> in safety and functionality that would come with the new system. (Aside > > >> from which, when the good old M4 stopped working- it was going to cost > as > > >> much to repair is it would to install the new Chelton autopilot....) > > >> > > >> No decision on overhauling the cabin or repainting the exterior- but > I'm > > >> sure these will come in due time. Looking forward to getting this > grand > > >> old > > >> bird flying again in fantastic new style. > > >> > > >> For those interested- we estimate that approximately 300lbs of weight > > >> will > > >> be shed from the airplane before this overhaul is finished.... > > >> > > >> My only wish for the airplane is that sometime soon- all of us 680/685 > > >> owners can get access to an engine that is more dependable than the > > >> GTSIO-520-Ks.... I really haven't had much chance to work with these > > >> engines- but from what I've read they can be a temperamental lot if not > > >> cared for precisely in flight. I'm comfortable with the process- but it > > >> would be nice to have an alternative.... > > >> > > >> At any rate- that's a long winded introduction- but I'm a great fan of > > >> Commander aircraft- and I'm looking forward to expanding my fund of > > >> knowledge with all of you folks- and hopefully meeting you all one day > at > > >> a > > >> gathering! > > >> > > >> Robert Randazzo > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > >> > > > > > > One last note...Harry Merrit listed on the AreoCommander site as > > > avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought you > > > should have a little info prior to going in blind like us and others > > > before us. > > > > > > Good Luck and Happy skies... > > > > > > > > > -------------- Original message -------------- > > > From: "Robert S. Randazzo" rsrandazzo(at)precisionmanuals.com > > > > > > -- Commander-List message posted by: "Robert S. Randazzo" > > > > > > > > > Fellow Commanders- > > > > > > I have just joined this list after a recommendation from Twin Commander > > > Corp. I don't know what the local customs are- so I thought I'd at least > > > introduce myself! > > > > > > I have had MSN 12021, a 1973 685 series Commander (N414C) for slightly > > > more > > > than a year. The airplane is currently based in western Nevada at > > > Reno-Stead Airport (4SD) and will be in use for a range of business and > > > private missions. > > > > > > Although we brought this magnificent airplane here last April, I've only > > > managed to acquire about 40hrs of time in up to today, > > > as it has spent > > > almost the entire year in a significant maintenance refit. > > > > > > At the time we purchased the bird, it was clear that it was going to > need > > > some TLC to get it back up to the level of mechanical integrity that I > > > demand from an airplane- we found some things buried in the engine > > > compartments that hinted of some non standard maintenance practices > > > (nylocks > > > holding the turbo casings in place and safety wire holding the heat > > > shields > > > to their mounts... (!?!)) but overall the airplane is a fantastic > specimen > > > completely free of corrosion and some of the wear and tear you'd expect > on > > > a > > > 32 year old bird. > > > > > > The right engine was exhibiting some signs of stress- but gave only a > few > > > hints to it's illness in spite of a significant maintenance inspection. > > > During a test flight in August the engine suffered an uncontained > failure > > > that put the final excl > > > amation point on my concerns about it's health. (to > > > say the least!) I had the good fortune of gaining some live single > engine > > > experience with the airplane on a clear, windless day while at 16,500' > and > > > directly over the top of my home field.... It doesn't get much better > than > > > that! > > > > > > Upon removal and inspection- it appears that the engine builder elected > to > > > use a silicone sealant inside the engine case. The sealant came free in > > > globs and clogged the oil system- causing a complete meltdown in mere > > > seconds. Fortunately the left engine came from a different and (we > think) > > > more reputable engine shop! > > > > > > I've flown a number of turbine/turboprop/large piston twins- and I will > > > swear to the fact that the Commander is the finest flying twin I've ever > > > driven with an engine shut down. Absolutely predictable, stable and well > > > mannered. If any of you have never > > > had the opportunity to fly your airplane > > > single engine down to a landing (I hope you never do) you can rest > assured > > > that if you keep your wits about you and plan your landing thoughtfully > - > > > your airplane will look after you. > > > > > > We've just received the new engine that is to be hung on N414C- along > with > > > two overhauled props. We've just finished replacing every hose on the > > > airplane (some dated to date of manufacture...oops...that slipped > through > > > the pre-buy...) and have gutted the entire avionics package to make > room > > > for > > > modern technology. > > > > > > N414C is expected to fly again in late May/early June with a full new > > > cockpit setup that is built around a two screen Chelton Flight Systems > > > Synthetic Vision package. Since we were gutting, we're also installing > two > > > Garmin SL30 Nav/Coms, a full set of electric backup 2 inch > > > Attitude/Altimeter/Nav gauges, and a PS > > > audio control panel. This cockpit > > > layout will be a bit unique in that we are putting the navcoms/audio > panel > > > into a center console along with the color radar unit in order to open > up > > > panel space and arrange things more cleanly for pilot use. > > > > > > We are also adding a Gemini engine monitoring package to the airplane in > > > order to try and extend engine life as much as possible- and possibly > see > > > any further engine aberrations before the pieces fly out of the > cowling... > > > > > > We are working closely with the great folks at Chelton who are > expanding > > > the > > > STC list for their AP-3C autopilot to include the 685 series commanders > > > specifically so that we can install the unit on this airplane. We'll > > > likely > > > have to fly the airplane to Idaho upon completion so that they can > > > demonstrate the installation to their FISDO in order to complete the STC > > > approval- but we felt that this w > > > as a small price to pay for the improvement > > > in safety and functionality that would come with the new system. (Aside > > > from which, when the good old M4 stopped working- it was going to cost > as > > > much to repair is it would to install the new Chelton autopilot....) > > > > > > No decision on overhauling the cabin or repainting the exterior- but I'm > > > sure these will come in due time. Looking forward to getting this grand > > > old > > > bird flying again in fantastic new style. > > > > > > For those interested- we estimate that approximately 300lbs of weight > will > > > be shed from the airplane before this overhaul is finished.... > > > > > > My only wish for the airplane is that sometime soon- all of us 680/685 > > > owners can get access to an engine that is more dependable than the > > > GTSIO-520-Ks.... I really haven't had much chance to work with these > > > engines- but from what I've read they can be a temperament > > > al lot if not > > > cared for precisely in flight. I'm comfortable with the process- but it > > > would be nice to have an alternative.... > > > > > > At any rate- that's a long winded introduction- but I'm a great fan of > > > Commander aircraft- and I'm looking forward to expanding my fund of > > > knowledge with all of you folks- and hopefully meeting you all one day > at > > > a > > > gathering! > > > > > > Robert Randazzo > > > > > > > > > > > > > > > =================== > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "MASON Chevaillier" <kamala(at)msn.com>
Subject: Re: Introduction
Date: Apr 13, 2006
mk, so morris how many buttons are left on the chest of your shirt? you now have a real clear picture of what your friends think of you, kept secret until now. congradulations. mason >From: "Moe" <moe(at)rosspistons.com> >Reply-To: commander-list(at)matronics.com >To: >Subject: Re: Commander-List: Introduction >Date: Thu, 13 Apr 2006 12:02:35 -0700 > > >Gents, > >Morris has always dealt with me very fairly. My mechanic has called Morris >numerous times for (free) advice when working on my 680F(p). I would >recommend Morris to anyone. > > >Moe >N680RR >----- Original Message ----- >From: <br549phil(at)mindspring.com> >To: ; >Sent: Thursday, April 13, 2006 11:41 AM >Subject: Re: Commander-List: Introduction > > > > > > I contracted with Morris four years ago to do the pre-buy on my 560F > > knowing of his past problems. I am an A&P with an IA but knew it was >well > > worth my while to have someone who knows what to look for do the > > inspection. After eight hours and a list of 124 discrepancies(on an > > aircraft about to be signed off for an annual) there was no question it >was > > money well spent. > > > > Over the years his store of spares and freely given advice have saved me > > much time, money and aggravation. > > We all make mistakes. His value to the Commander community is hard to > > dispute. > > > > Phil Stubbs > > > > > > > [Original Message] > > > From: John Vormbaum <john(at)vormbaum.com> > > > To: > > > Date: 4/11/2006 3:40:10 PM > > > Subject: Re: Commander-List: Introduction > > > > > > > > > > I am very familiar with the crash that happened many years ago; Morris > > was > > > essentially threatened in order to force him to sign off & release the > > > airplane to the owner, even after Morris declared it unsafe to fly. > > Morris > > > specifically grounded the airplane, but the owner wouldn't listen. >What > > > would you expect to happen? > > > > > > Nobody works on my airplane except Morris, and I've had NO issues in 7 > > years > > > of flying my 500B that was ONLY maintained by Morris. There are only a > > > couple of people left alive that know as much about these airplanes as > > > Morris. I've seen many people burned on Commander purchases. People >who > > get > > > a pre-buy from Morris and LISTEN to him don't get burned. > > > > > > There are two sides to every story. Morris can be grumpy, opinionated, > > > occasionally rude and non-social, but is a wealth of knowledge. The >only > > > people who've dealt with him that have been burned, in my experience > > > (granted, only 7 years' worth) are people who don't listen to his >advice, > > or > > > listen and then try to cut corners on maintenance. > > > > > > Like dealing with doctors, you should always get a 2nd opinion. That's > > one > > > of the reasons the list is here. But I think you'd be surprised how >many > > of > > > the highly praised Commander shops just call Morris when they come >upon >a > > > difficult Commander problem. > > > > > > /J > > > ----- Original Message ----- > > > From: <skyhawkc-172(at)comcast.net> > > > To: > > > Sent: Tuesday, April 11, 2006 12:04 PM > > > Subject: Re: Commander-List: Introduction > > > > > > > > > > > > > > One last note...Harry Merrit listed on the AreoCommander site as > > > > avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought >you > > > > should have a little info prior to going in blind like us and others > > > > before us. > > > > > > > > Good Luck and Happy skies... > > > > > > > > > > > > -------------- Original message -------------- > > > > From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com> > > > > > > > >> > > > >> > > > >> Fellow Commanders- > > > >> > > > >> I have just joined this list after a recommendation from Twin >Commander > > > >> Corp. I don't know what the local customs are- so I thought I'd at > > least > > > >> introduce myself! > > > >> > > > >> I have had MSN 12021, a 1973 685 series Commander (N414C) for >slightly > > > >> more > > > >> than a year. The airplane is currently based in western Nevada at > > > >> Reno-Stead Airport (4SD) and will be in use for a range of business >and > > > >> private missions. > > > >> > > > >> Although we brought this magnificent airplane here last April, I've > > only > > > >> managed to acquire about 40hrs of time in up to today, as it has >spent > > > >> almost the entire year in a significant maintenance refit. > > > >> > > > >> At the time we purchased the bird, it was clear that it was going >to > > need > > > >> some TLC to get it back up to the level of mechanical integrity >that >I > > > >> demand from an airplane- we found some things buried in the engine > > > >> compartments that hinted of some non standard maintenance practices > > > >> (nylocks > > > >> holding the turbo casings in place and safety wire holding the heat > > > >> shields > > > >> to their mounts... (!?!)) but overall the airplane is a fantastic > > > >> specimen > > > >> completely free of corrosion and some of the wear and tear you'd > > expect > > > >> on a > > > >> 32 year old bird. > > > >> > > > >> The right engine was exhibiting some signs of stress- but gave only >a > > few > > > >> hints to it's illness in spite of a significant maintenance >inspection. > > > >> During a test flight in August the engine suffered an uncontained > > failure > > > >> that put the final exclamation point on my concerns about it's >health. > > > >> (to > > > >> say the least!) I had the good fortune of gaining some live single > > engine > > > >> experience with the airplane on a clear, windless day while at >16,500' > > > >> and > > > >> directly over the top of my home field.... It doesn't get much >better > > > >> than > > > >> that! > > > >> > > > >> Upon removal and inspection- it appears that the engine builder > > elected > > > >> to > > > >> use a silicone sealant inside the engine case. The sealant came >free >in > > > >> globs and clogged the oil system- causing a complete meltdown in >mere > > > >> seconds. Fortunately the left engine came from a different and (we > > think) > > > >> more reputable engine shop! > > > >> > > > >> I've flown a number of turbine/turboprop/large piston twins- and I >will > > > >> swear to the fact that the Commander is the finest flying twin I've > > ever > > > >> driven with an engine shut down. Absolutely predictable, stable and > > well > > > >> mannered. If any of you have never had the opportunity to fly your > > > >> airplane > > > >> single engine down to a landing (I hope you never do) you can rest > > > >> assured > > > >> that if you keep your wits about you and plan your landing > > thoughtfully - > > > >> your airplane will look after you. > > > >> > > > >> We've just received the new engine that is to be hung on N414C- >along > > > >> with > > > >> two overhauled props. We've just finished replacing every hose on >the > > > >> airplane (some dated to date of manufacture...oops...that slipped > > through > > > >> the pre-buy...) and have gutted the entire avionics package to make > > room > > > >> for > > > >> modern technology. > > > >> > > > >> N414C is expected to fly again in late May/early June with a full >new > > > >> cockpit setup that is built around a two screen Chelton Flight >Systems > > > >> Synthetic Vision package. Since we were gutting, we're also >installing > > > >> two > > > >> Garmin SL30 Nav/Coms, a full set of electric backup 2 inch > > > >> Attitude/Altimeter/Nav gauges, and a PS audio control panel. This > > cockpit > > > >> layout will be a bit unique in that we are putting the >navcoms/audio > > > >> panel > > > >> into a center console along with the color radar unit in order to >open > > up > > > >> panel space and arrange things more cleanly for pilot use. > > > >> > > > >> We are also adding a Gemini engine monitoring package to the >airplane > > in > > > >> order to try and extend engine life as much as possible- and >possibly > > see > > > >> any further engine aberrations before the pieces fly out of the > > > >> cowling... > > > >> > > > >> We are working closely with the great folks at Chelton who are > > expanding > > > >> the > > > >> STC list for their AP-3C autopilot to include the 685 series >commanders > > > >> specifically so that we can install the unit on this airplane. >We'll > > > >> likely > > > >> have to fly the airplane to Idaho upon completion so that they can > > > >> demonstrate the installation to their FISDO in order to complete >the > > STC > > > >> approval- but we felt that this was a small price to pay for the > > > >> improvement > > > >> in safety and functionality that would come with the new system. >(Aside > > > >> from which, when the good old M4 stopped working- it was going to >cost > > as > > > >> much to repair is it would to install the new Chelton >autopilot....) > > > >> > > > >> No decision on overhauling the cabin or repainting the exterior- >but > > I'm > > > >> sure these will come in due time. Looking forward to getting this > > grand > > > >> old > > > >> bird flying again in fantastic new style. > > > >> > > > >> For those interested- we estimate that approximately 300lbs of >weight > > > >> will > > > >> be shed from the airplane before this overhaul is finished.... > > > >> > > > >> My only wish for the airplane is that sometime soon- all of us >680/685 > > > >> owners can get access to an engine that is more dependable than the > > > >> GTSIO-520-Ks.... I really haven't had much chance to work with >these > > > >> engines- but from what I've read they can be a temperamental lot if >not > > > >> cared for precisely in flight. I'm comfortable with the process- >but >it > > > >> would be nice to have an alternative.... > > > >> > > > >> At any rate- that's a long winded introduction- but I'm a great fan >of > > > >> Commander aircraft- and I'm looking forward to expanding my fund of > > > >> knowledge with all of you folks- and hopefully meeting you all one >day > > at > > > >> a > > > >> gathering! > > > >> > > > >> Robert Randazzo > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > >> > > > > > > > > One last note...Harry Merrit listed on the AreoCommander site as > > > > avtec2(at)bellsouth.net is Morris Kernicks best friend. Just thought >you > > > > should have a little info prior to going in blind like us and others > > > > before us. > > > > > > > > Good Luck and Happy skies... > > > > > > > > > > > > -------------- Original message -------------- > > > > From: "Robert S. Randazzo" rsrandazzo(at)precisionmanuals.com > > > > > > > > -- Commander-List message posted by: "Robert S. Randazzo" > > > > > > > > > > > > Fellow Commanders- > > > > > > > > I have just joined this list after a recommendation from Twin >Commander > > > > Corp. I don't know what the local customs are- so I thought I'd at >least > > > > introduce myself! > > > > > > > > I have had MSN 12021, a 1973 685 series Commander (N414C) for >slightly > > > > more > > > > than a year. The airplane is currently based in western Nevada at > > > > Reno-Stead Airport (4SD) and will be in use for a range of business >and > > > > private missions. > > > > > > > > Although we brought this magnificent airplane here last April, I've >only > > > > managed to acquire about 40hrs of time in up to today, > > > > as it has spent > > > > almost the entire year in a significant maintenance refit. > > > > > > > > At the time we purchased the bird, it was clear that it was going to > > need > > > > some TLC to get it back up to the level of mechanical integrity that >I > > > > demand from an airplane- we found some things buried in the engine > > > > compartments that hinted of some non standard maintenance practices > > > > (nylocks > > > > holding the turbo casings in place and safety wire holding the heat > > > > shields > > > > to their mounts... (!?!)) but overall the airplane is a fantastic > > specimen > > > > completely free of corrosion and some of the wear and tear you'd >expect > > on > > > > a > > > > 32 year old bird. > > > > > > > > The right engine was exhibiting some signs of stress- but gave only >a > > few > > > > hints to it's illness in spite of a significant maintenance >inspection. > > > > During a test flight in August the engine suffered an uncontained > > failure > > > > that put the final excl > > > > amation point on my concerns about it's health. (to > > > > say the least!) I had the good fortune of gaining some live single > > engine > > > > experience with the airplane on a clear, windless day while at >16,500' > > and > > > > directly over the top of my home field.... It doesn't get much >better > > than > > > > that! > > > > > > > > Upon removal and inspection- it appears that the engine builder >elected > > to > > > > use a silicone sealant inside the engine case. The sealant came free >in > > > > globs and clogged the oil system- causing a complete meltdown in >mere > > > > seconds. Fortunately the left engine came from a different and (we > > think) > > > > more reputable engine shop! > > > > > > > > I've flown a number of turbine/turboprop/large piston twins- and I >will > > > > swear to the fact that the Commander is the finest flying twin I've >ever > > > > driven with an engine shut down. Absolutely predictable, stable and >well > > > > mannered. If any of you have never > > > > had the opportunity to fly your airplane > > > > single engine down to a landing (I hope you never do) you can rest > > assured > > > > that if you keep your wits about you and plan your landing >thoughtfully > > - > > > > your airplane will look after you. > > > > > > > > We've just received the new engine that is to be hung on N414C- >along > > with > > > > two overhauled props. We've just finished replacing every hose on >the > > > > airplane (some dated to date of manufacture...oops...that slipped > > through > > > > the pre-buy...) and have gutted the entire avionics package to make > > room > > > > for > > > > modern technology. > > > > > > > > N414C is expected to fly again in late May/early June with a full >new > > > > cockpit setup that is built around a two screen Chelton Flight >Systems > > > > Synthetic Vision package. Since we were gutting, we're also >installing > > two > > > > Garmin SL30 Nav/Coms, a full set of electric backup 2 inch > > > > Attitude/Altimeter/Nav gauges, and a PS > > > > audio control panel. This cockpit > > > > layout will be a bit unique in that we are putting the navcoms/audio > > panel > > > > into a center console along with the color radar unit in order to >open > > up > > > > panel space and arrange things more cleanly for pilot use. > > > > > > > > We are also adding a Gemini engine monitoring package to the >airplane >in > > > > order to try and extend engine life as much as possible- and >possibly > > see > > > > any further engine aberrations before the pieces fly out of the > > cowling... > > > > > > > > We are working closely with the great folks at Chelton who are > > expanding > > > > the > > > > STC list for their AP-3C autopilot to include the 685 series >commanders > > > > specifically so that we can install the unit on this airplane. We'll > > > > likely > > > > have to fly the airplane to Idaho upon completion so that they can > > > > demonstrate the installation to their FISDO in order to complete the >STC > > > > approval- but we felt that this w > > > > as a small price to pay for the improvement > > > > in safety and functionality that would come with the new system. >(Aside > > > > from which, when the good old M4 stopped working- it was going to >cost > > as > > > > much to repair is it would to install the new Chelton autopilot....) > > > > > > > > No decision on overhauling the cabin or repainting the exterior- but >I'm > > > > sure these will come in due time. Looking forward to getting this >grand > > > > old > > > > bird flying again in fantastic new style. > > > > > > > > For those interested- we estimate that approximately 300lbs of >weight > > will > > > > be shed from the airplane before this overhaul is finished.... > > > > > > > > My only wish for the airplane is that sometime soon- all of us >680/685 > > > > owners can get access to an engine that is more dependable than the > > > > GTSIO-520-Ks.... I really haven't had much chance to work with these > > > > engines- but from what I've read they can be a temperament > > > > al lot if not > > > > cared for precisely in flight. I'm comfortable with the process- but >it > > > > would be nice to have an alternative.... > > > > > > > > At any rate- that's a long winded introduction- but I'm a great fan >of > > > > Commander aircraft- and I'm looking forward to expanding my fund of > > > > knowledge with all of you folks- and hopefully meeting you all one >day > > at > > > > a > > > > gathering! > > > > > > > > Robert Randazzo > > > > > > > > > > > > > > > > > > > > =================== > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: Desperate For Parts
Date: Apr 13, 2006
Hooray!!!!!!! Now you can come on up to The air show. Go to Google and type in "Denton Air fair", it is looking to be a big show. My daughter is doing the marketing and has really spent a lot of time on it. I sure hope the weather does not turn bad and do it in. My 500A and I had our 25th anniversary the 1st of April. Jim Addington 940-566-2651 jtaddington(at)charter.net N444BD -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of David Owens Sent: Wednesday, April 12, 2006 4:35 PM Subject: Re: Commander-List: Desperate For Parts Hey, we got all our parts together finally, and we are in the air. Just got a new GPS today, soooo... 2 new engines, props, hoses, and more...You mentioned that there might be a fly-in at your airport? Is that so? I mentioned it to some of the pilots and my brother, and they all seemed interested... Let me know if something is in the works. Thanks again for all of your input on our missing parts delima... ----- Original Message ----- From: "Jim Addington" <jtaddington(at)charter.net> Sent: Wednesday, March 01, 2006 1:02 PM Subject: RE: Commander-List: Desperate For Parts > > Try White Industries if they are still in business. They had a 500A at one > time, now that I think about it that was over 15 years ago, but you never > know. > Jim Addington > N444BD > 500A > > -----Original Message----- > From: owner-commander-list-server(at)matronics.com > [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of steve > Sent: Wednesday, March 01, 2006 10:58 AM > To: commander-list(at)matronics.com > Subject: RE: Commander-List: Desperate For Parts > > > David, > > Have you tried Jack Chapelle in California? Lots of ACommander goodies at > 951-371-7513. > > Steve G. > > -----Original Message----- > From: owner-commander-list-server(at)matronics.com > [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of David Owens > Sent: Wednesday, March 01, 2006 10:29 AM > To: commander-list(at)matronics.com > Subject: Commander-List: Desperate For Parts > > > > We inadvertantly lost some airframe parts in the shuffle of cleaning up > after the hurricane event "Rita" while waiting on the engine from the > overhaul shop. To be brief, The most sought after item is a 90 degree elbow > aluminum cast intake connecting to the fuel controller on the right engine. > This part has a large accordian shaped rubber hose that connects to the air > filter box attached to the other end. This part only applies to a 500-A > Commander, and it IS an airframe part. The part number in question is > 3610274-502. Specific to a Continental 470 or 520 engine. Other parts that > are missing are the entire baffle assy Intercylinder between 1&3, 2&4, 3&5, > and 4&6, as well as the supports for the fuel injection lines that connect > to these baffle assy's on top of the engine. These parts (baffles) are not > specific to the right engine only, as they are the same part no's for both > sides. The other items are the two control rods (mixture & throttle) > connecting to the fuel controlle! > r from the belcranks. The description in the parts book are "Rod & End > Assy". Part no's for these are 6900074-579 and 529 respectively. If ANYONE > out there that knows of a 500A fresh to be parted out that we might > contact, it would be greatly appreciated. If anyone interested in seeing > pics of the parts from the other engine for comparison, I will send them > e-mail in short order. We have been calling and looking for these parts for > weeks going on a month now. Waiting to fire up the "new" engine on these > parts... A O G... I will post if anyone finds these parts or part for > us. > > David Owens > Aerial Viewpoint > DW Hooks Airport > Spring, Texas > dowens(at)aerialviewpoint.com > 500-A Aero Commander > 14-AV > > ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Nice video about the C5 Galaxy
Date: Apr 14, 2006
Folks, Here is a nice video about the C5 Galaxy: http://www.teletuition.org/documents/Aviation/Movies/c5.wmv Thanks Nico ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: flying fire-fighting tanker
Date: Apr 15, 2006
Some more nice scenes of a flying fire-fighting tanker. Some scenes show the tanker with turboprops and other scenes with radial engines. Nice, nonetheless. Enjoy. http://www.teletuition.org/documents/Aviation/Movies/SuperTankerFireFighter.wmv Nico ________________________________________________________________________________
From: skyhawkc-172(at)comcast.net
Subject: Re: flying fire-fighting tanker
Date: Apr 16, 2006
FYI... This fire tanker or one of it's sisters ships was parked on the ramp at ANE last Tuesday afternoon. Based out of Brainerd, MN they're centrally located in Minnesota and husky looking birds with hunter florescent orange painted wing tips. (2)massive field fires last spring during very windy, gusty days they flew in along with a chase or should say a lead plane...believe it was a Cessna 400 series just South of a brand new Home Depot in need of saving her from the fire. PS All BS aside, I must apoligise for my statement regarding Morris & barging into the site without properly introducing myself. Hope you all forgive me.We are a new owner and were having more than just a bit of a hard time looking for the rite answers to Commander ownership and other related issues. My name is Brent Mueller I live near ANE, have a passion for these birds, and am the new owner of N224HA an AC-560E. Nico..."Very Cool vid" ! HAPPY EASTER Everyone -------------- Original message -------------- From: "css nico" <nico(at)cybersuperstore.com> > > Some more nice scenes of a flying fire-fighting tanker. Some scenes show the > tanker with turboprops and other scenes with radial engines. Nice, nonetheless. > > Enjoy. > > http://www.teletuition.org/documents/Aviation/Movies/SuperTankerFireFighter.wmv > > Nico > > > > > > > > > > > > > FYI... This fire tanker or one of it's sisters ships was parked on the ramp at ANE last Tuesday afternoon. Based out of Brainerd, MN they're centrallylocated in Minnesota and husky looking birds with hunter florescent orange painted wing tips. (2)massive field fires last spring duringvery windy, gusty days they flewin along with a chase or should say a lead plane...believe it was a Cessna 400 series just South of a brand new Home Depot in need of saving her from the fire. PS All BS aside, I must apoligise for my statement regarding Morris barging into the site without properly introducing myself.Hope you allforgive me.Weare a new owner and were having more than just a bit of a hard timelooking for the rite answers to Commander ownership and other related issues. My name is Brent Mueller I live near ANE, have apassion for these birds, and am the new owner of N224HA an AC-560E. Nico..."Very Cool vid" ! HAPPY EASTER Everyone -------------- Original message -------------- From: "css nico" nico(at)cybersuperstore.com -- Commander-List message posted by: "css nico" Some more nice scenes of a flying fire-fighting tanker. Some scenes show the tanker with turboprops and other scenes with radial engines. Nice, nonetheless. Enjoy. http://www.teletuition.org/documents/Aviation/Movies/SuperTankerFireFighter.wmv Nico re, an d much much more: ________________________________________________________________________________
From: YOURTCFG(at)aol.com
Date: Apr 16, 2006
Subject: HAPPY EASTER
HAPPY EASTER EVERONE. Remember, this is the celebration of our risen Savior, Jesus Christ. It is about his sacrifice for our salvation. God Bless. jb ________________________________________________________________________________
From: "MASON Chevaillier" <kamala(at)msn.com>
Subject: HAPPY EASTER
Date: Apr 16, 2006
tcfg, amen. mason >From: YOURTCFG(at)aol.com >Reply-To: commander-list(at)matronics.com >To: commander-list(at)matronics.com >Subject: Commander-List: HAPPY EASTER >Date: Sun, 16 Apr 2006 15:56:26 EDT > > >HAPPY EASTER EVERONE. Remember, this is the celebration of our risen >Savior, Jesus Christ. It is about his sacrifice for our salvation. God >Bless. jb > > ________________________________________________________________________________
From: "Moe" <moe(at)rosspistons.com>
Subject: Ohio Meeting
Date: Apr 18, 2006
Somebody, When is our get together in Ohio this year? Have lost my info. Thanx! Moe 608F(p) N680RR ________________________________________________________________________________
From: "Barry Collman" <barry.collman@air-britain.co.uk>
Subject: A day out!
Date: Apr 18, 2006
Hi All, I thought I'd let you know that I met up with Dan Farmer this morning at the RAF Museum, Hendon. We spent about 4 hours touring the exhibits, by which time Dan had been 'on the go' for some 27 hours, having captained his American Airlines B777 into London-Heathrow early this morning. After wearing out our shoe leather at the Museum, we then drove a short distance to Elstree Aerodrome to take a look at John Houlder's 680E, which he's owned for nearly 38 years! It seems it was in the process of an extensive overhaul. Both engines were off and the interior was all but completely stripped out. Some of you may remember that John and his 680E were the subject of a write-up in TCAC's 'Flight Levels' magazine some years ago. [If you own a Twin Commander and do not receive 'Flight Levels', contact them accordingly!] After taking a look at some of the other aircraft both in the hangar and outside, a good number of which were 'N' registered, it was time to drop Dan back at the Tube Station, so he could get back to his hotel in London and grab some well-earned rest. It was good to have Dan's company and to hear an American accent again! Has been a good day all round. In the post this morning was a package from the FAA. In it was the paperwork covering the history of two Commanders, the files for which had eluded being found by the FAA for the last 10 years! I sent them a list a month or so back and one of my 'favorite' Examiners has managed to locate these two and photocopy the relevant documents. $3.65 well spent I say. Mind you, there's a few more they have to locate yet! Happy Days!! Very Best Regards, Barry ________________________________________________________________________________
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Near miss, Vancouver - cheap life insurance
Date: Apr 18, 2006
Happy to see the sunrise again. Since I obtained my abused 680FLP I have been bringing it up to spec. and was out on a test flight with an engineer setting up the rigging on all the controls. The wx. was 3000 overcast with rain showers, we were doing a VOR hold at 2500 feet during which we were being feed traffic information of VFR training aircraft below and around us being controlled by another agency for that altitude. On our last inbound leg, clipping along at 190 with 75% power, the engineer had just finished recording all that had to be recorded. I advised the controlling agency (radar) that we were ready to return for landing. As I was waiting for the clearance I had my eyes inside to adjust the EGT's (the engineer wanted full rich for the tests) before I got the needles where I wanted them I heard the transmission "traffic".... as soon as the word "traffic" was processed by my brain I looked up and before "12 O'clock" was heard I saw a single-engine Cessna in a steep climbing left turn about 50 feet below me and maybe 1000' in front of me going right to left. I yarded up and to the right on the yoke, yes we missed him, but not by much, I'm sure had we not done the avoidance maneuver we would have clipped him. I'm sure the Cessna never saw us. Radar apologized profusely siting transponder recognition issues with adjacent controlling agencies. I since have tested a "PCAS" Portable Collision Avoidance System that is the size of a deck of cards. There are a couple of models of this type out there and it seems to work quite well, this one for under $500. I am getting one; I am also going to try a get funding to supply one for each of our search aircraft. Cheap life insurance. Tom F. C-GISS 680FLP (Mr.RPM) ________________________________________________________________________________
From: "Randy Dettmer, AIA" <rcdettmer(at)charter.net>
Subject: Near miss, Vancouver - cheap life insurance
Date: Apr 18, 2006
Hi Tom, Wow...quite an experience. Glad you were quick enough to avoid a nasty situation. I have seen some ads for the PCAS units. What type / brand are your referring to, and what kind are you going to purchase..?? Randy Dettmer, AIA 680fF/ N62653X Dettmer Architecture 805 541 4864 / Fax 805 541 4865 www.dettmerarchitecture.com -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of Tom Fisher Sent: Tuesday, April 18, 2006 11:10 AM Subject: Commander-List: Near miss, Vancouver - cheap life insurance Happy to see the sunrise again. Since I obtained my abused 680FLP I have been bringing it up to spec. and was out on a test flight with an engineer setting up the rigging on all the controls. The wx. was 3000 overcast with rain showers, we were doing a VOR hold at 2500 feet during which we were being feed traffic information of VFR training aircraft below and around us being controlled by another agency for that altitude. On our last inbound leg, clipping along at 190 with 75% power, the engineer had just finished recording all that had to be recorded. I advised the controlling agency (radar) that we were ready to return for landing. As I was waiting for the clearance I had my eyes inside to adjust the EGT's (the engineer wanted full rich for the tests) before I got the needles where I wanted them I heard the transmission "traffic".... as soon as the word "traffic" was processed by my brain I looked up and before "12 O'clock" was heard I saw a single-engine Cessna in a steep climbing left turn about 50 feet below me and maybe 1000' in front of me going right to left. I yarded up and to the right on the yoke, yes we missed him, but not by much, I'm sure had we not done the avoidance maneuver we would have clipped him. I'm sure the Cessna never saw us. Radar apologized profusely siting transponder recognition issues with adjacent controlling agencies. I since have tested a "PCAS" Portable Collision Avoidance System that is the size of a deck of cards. There are a couple of models of this type out there and it seems to work quite well, this one for under $500. I am getting one; I am also going to try a get funding to supply one for each of our search aircraft. Cheap life insurance. Tom F. C-GISS 680FLP (Mr.RPM) ________________________________________________________________________________
From: "John Vormbaum" <john(at)vormbaum.com>
Subject: Re: Near miss, Vancouver - cheap life insurance
Date: Apr 18, 2006
Tom, Glad things worked out well. I live in very congested airspace (San Francisco, CA) and midair collision is the one thing that really scares me. Especially since there is a lot of VFR training going on from my aiport & 2 other local airports. Can you share the details on the PCAS that you tested? Brand & model perhaps? Thanks, /John ----- Original Message ----- From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca> Sent: Tuesday, April 18, 2006 11:09 AM Subject: Commander-List: Near miss, Vancouver - cheap life insurance > > > Happy to see the sunrise again. > > Since I obtained my abused 680FLP I have been bringing it up to spec. and > was out on a test flight with an engineer setting up the rigging on all > the controls. > The wx. was 3000 overcast with rain showers, we were doing a VOR hold at > 2500 feet during which we were being feed traffic information of VFR > training aircraft below and around us being controlled by another agency > for that altitude. > On our last inbound leg, clipping along at 190 with 75% power, the > engineer had just finished recording all that had to be recorded. > I advised the controlling agency (radar) that we were ready to return for > landing. As I was waiting for the clearance I had my eyes inside to > adjust the EGT's (the engineer wanted full rich for the tests) before I > got the needles where I wanted them I heard the transmission "traffic".... > as soon as the word "traffic" was processed by my brain I looked up and > before "12 O'clock" was heard I saw a single-engine Cessna in a steep > climbing left turn about 50 feet below me and maybe 1000' in front of me > going right to left. I yarded up and to the right on the yoke, yes we > missed him, but not by much, I'm sure had we not done the avoidance > maneuver we would have clipped him. I'm sure the Cessna never saw us. > Radar apologized profusely siting transponder recognition issues with > adjacent controlling agencies. > > I since have tested a "PCAS" Portable Collision Avoidance System that is > the size of a deck of cards. There are a couple of models of this type > out there and it seems to work quite well, this one for under $500. I am > getting one; I am also going to try a get funding to supply one for each > of our search aircraft. > Cheap life insurance. > > Tom F. > C-GISS 680FLP (Mr.RPM) > > > ________________________________________________________________________________
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Near miss, Vancouver
Date: Apr 18, 2006
This is the second attempt to send this because the previous Email was rejected as I had "cheap life insurance" in the subject line. ************************************************ Happy to see the sunrise again. Since I obtained my abused 680FLP I have been bringing it up to spec. and was out on a test flight with an engineer setting up the rigging on all the controls. The wx. was 3000 overcast with rain showers, we were doing a VOR hold at 2500 feet during which we were being feed traffic information of VFR training aircraft below and around us being controlled by another agency for that altitude. On our last inbound leg, clipping along at 190 with 75% power, the engineer had just finished recording all that had to be recorded. I advised the controlling agency (radar) that we were ready to return for landing. As I was waiting for the clearance I had my eyes inside to adjust the EGT's (the engineer wanted full rich for the tests) before I got the needles where I wanted them I heard the transmission "traffic".... as soon as the word "traffic" was processed by my brain I looked up and before "12 O'clock" was heard I saw a single-engine Cessna in a steep climbing left turn about 50 feet below me and maybe 1000' in front of me going right to left. I yarded up and to the right on the yoke, yes we missed him, but not by much, I'm sure had we not done the avoidance maneuver we would have clipped him. I'm sure the Cessna never saw us. Radar apologized profusely siting transponder recognition issues with adjacent controlling agencies. I since have tested a "PCAS" Portable Collision Avoidance System that is the size of a deck of cards. There are a couple of models of this type out there and it seems to work quite well, this one for under $500. I am getting one; I am also going to try a get funding to supply one for each of our search aircraft. Cheap life insurance. Tom F. C-GISS 680FLP (Mr.RPM) ________________________________________________________________________________
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Re: Near miss, Vancouver - cheap life insurance
Date: Apr 18, 2006
Look up www.flightweb.ca Click on Collision Avoidance, you will see two units there, I tested the small one. Tom F. ----- Original Message ----- From: "John Vormbaum" <john(at)vormbaum.com> Sent: Tuesday, April 18, 2006 11:26 Subject: Re: Commander-List: Near miss, Vancouver - cheap life insurance > > Tom, > > Glad things worked out well. I live in very congested airspace (San > Francisco, CA) and midair collision is the one thing that really scares me. > Especially since there is a lot of VFR training going on from my aiport & 2 > other local airports. > > Can you share the details on the PCAS that you tested? Brand & model > perhaps? > > Thanks, > > /John > ----- Original Message ----- > From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca> > To: > Sent: Tuesday, April 18, 2006 11:09 AM > Subject: Commander-List: Near miss, Vancouver - cheap life insurance > > > > > > > > Happy to see the sunrise again. > > > > Since I obtained my abused 680FLP I have been bringing it up to spec. and > > was out on a test flight with an engineer setting up the rigging on all > > the controls. > > The wx. was 3000 overcast with rain showers, we were doing a VOR hold at > > 2500 feet during which we were being feed traffic information of VFR > > training aircraft below and around us being controlled by another agency > > for that altitude. > > On our last inbound leg, clipping along at 190 with 75% power, the > > engineer had just finished recording all that had to be recorded. > > I advised the controlling agency (radar) that we were ready to return for > > landing. As I was waiting for the clearance I had my eyes inside to > > adjust the EGT's (the engineer wanted full rich for the tests) before I > > got the needles where I wanted them I heard the transmission "traffic".... > > as soon as the word "traffic" was processed by my brain I looked up and > > before "12 O'clock" was heard I saw a single-engine Cessna in a steep > > climbing left turn about 50 feet below me and maybe 1000' in front of me > > going right to left. I yarded up and to the right on the yoke, yes we > > missed him, but not by much, I'm sure had we not done the avoidance > > maneuver we would have clipped him. I'm sure the Cessna never saw us. > > Radar apologized profusely siting transponder recognition issues with > > adjacent controlling agencies. > > > > I since have tested a "PCAS" Portable Collision Avoidance System that is > > the size of a deck of cards. There are a couple of models of this type > > out there and it seems to work quite well, this one for under $500. I am > > getting one; I am also going to try a get funding to supply one for each > > of our search aircraft. > > Cheap life insurance. > > > > Tom F. > > C-GISS 680FLP (Mr.RPM) > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Re: Near miss, Vancouver
Date: Apr 18, 2006
Look up www.flightweb.ca Click on Collision Avoidance, you will see two units there, I tested the small one. Tom F. ----- Original Message ----- From: "John Vormbaum" <john(at)vormbaum.com> Sent: Tuesday, April 18, 2006 11:26 Subject: Re: Commander-List: Near miss, Vancouver - cheap life insurance > > Tom, > > Glad things worked out well. I live in very congested airspace (San > Francisco, CA) and midair collision is the one thing that really scares me. > Especially since there is a lot of VFR training going on from my aiport & 2 > other local airports. > > Can you share the details on the PCAS that you tested? Brand & model > perhaps? > > Thanks, > > /John > ----- Original Message ----- > From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca> > To: > Sent: Tuesday, April 18, 2006 11:09 AM > Subject: Commander-List: Near miss, Vancouver - cheap life insurance > > > > > > > > Happy to see the sunrise again. > > > > Since I obtained my abused 680FLP I have been bringing it up to spec. and > > was out on a test flight with an engineer setting up the rigging on all > > the controls. > > The wx. was 3000 overcast with rain showers, we were doing a VOR hold at > > 2500 feet during which we were being feed traffic information of VFR > > training aircraft below and around us being controlled by another agency > > for that altitude. > > On our last inbound leg, clipping along at 190 with 75% power, the > > engineer had just finished recording all that had to be recorded. > > I advised the controlling agency (radar) that we were ready to return for > > landing. As I was waiting for the clearance I had my eyes inside to > > adjust the EGT's (the engineer wanted full rich for the tests) before I > > got the needles where I wanted them I heard the transmission "traffic".... > > as soon as the word "traffic" was processed by my brain I looked up and > > before "12 O'clock" was heard I saw a single-engine Cessna in a steep > > climbing left turn about 50 feet below me and maybe 1000' in front of me > > going right to left. I yarded up and to the right on the yoke, yes we > > missed him, but not by much, I'm sure had we not done the avoidance > > maneuver we would have clipped him. I'm sure the Cessna never saw us. > > Radar apologized profusely siting transponder recognition issues with > > adjacent controlling agencies. > > > > I since have tested a "PCAS" Portable Collision Avoidance System that is > > the size of a deck of cards. There are a couple of models of this type > > out there and it seems to work quite well, this one for under $500. I am > > getting one; I am also going to try a get funding to supply one for each > > of our search aircraft. > > Cheap life insurance. > > > > Tom F. > > C-GISS 680FLP (Mr.RPM) > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > > ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: Near miss, Vancouver - cheap life insurance
Date: Apr 18, 2006
As if one needs this sort of thing in life. Good to hear you escaped (again), Tom. Nico ----- Original Message ----- From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca> Sent: Tuesday, April 18, 2006 11:09 AM Subject: Commander-List: Near miss, Vancouver - cheap life insurance > > Happy to see the sunrise again. > > Since I obtained my abused 680FLP I have been bringing it up to spec. and was out on a test flight with an engineer setting up the rigging on all the controls. > The wx. was 3000 overcast with rain showers, we were doing a VOR hold at 2500 feet during which we were being feed traffic information of VFR training aircraft below and around us being controlled by another agency for that altitude. > On our last inbound leg, clipping along at 190 with 75% power, the engineer had just finished recording all that had to be recorded. > I advised the controlling agency (radar) that we were ready to return for landing. As I was waiting for the clearance I had my eyes inside to adjust the EGT's (the engineer wanted full rich for the tests) before I got the needles where I wanted them I heard the transmission "traffic".... as soon as the word "traffic" was processed by my brain I looked up and before "12 O'clock" was heard I saw a single-engine Cessna in a steep climbing left turn about 50 feet below me and maybe 1000' in front of me going right to left. I yarded up and to the right on the yoke, yes we missed him, but not by much, I'm sure had we not done the avoidance maneuver we would have clipped him. I'm sure the Cessna never saw us. > Radar apologized profusely siting transponder recognition issues with adjacent controlling agencies. > > I since have tested a "PCAS" Portable Collision Avoidance System that is the size of a deck of cards. There are a couple of models of this type out there and it seems to work quite well, this one for under $500. I am getting one; I am also going to try a get funding to supply one for each of our search aircraft. > Cheap life insurance. > > Tom F. > C-GISS 680FLP (Mr.RPM) > > ________________________________________________________________________________
From: <rlegg(at)austarnet.com.au>
Subject: Re: A day out!
Date: Apr 19, 2006
Hey Barry, Thanks for the update on John's 680E. You forgot to report on Dan's irreplacable and unique brand of humour!? Cheers Russell ---- Original message ---- >Date: Tue, 18 Apr 2006 18:11:54 +0100 >From: "Barry Collman" <barry.collman@air-britain.co.uk> >Subject: Commander-List: A day out! >To: > -- Commander-List message posted by: "Barry Collman" & lt;barry.collman@air-britain.co.uk Hi All, I thought I'd let you know that I met up with Dan Farmer this morning at the RAF Museum, Hendon. We spent about 4 hours touring the exhibits, by which time Dan had been 'on the go' for some 27 hours, having captained his American Airlines B777 into London-Heathrow early this morning. After wearing out our shoe leather at the Museum, we then drove a short distance to Elstree Aerodrome to take a look at John Houlder's 680E, which he's owned for nearly 38 years! It seems it was in the process of an extensive overhaul. Both engines were off and the interior was all but completely stripped out. Some of you may remember that John and his 680E were the subject of a write- up in TCAC's 'Flight Levels' magazine some years ago. [If you own a Twin Commander and do not receive 'Flight Levels', contact them accordingly!] After taking a look at some of the other aircraft both in the hangar and outside, a good number of which were 'N' registered, it was time to drop Dan back at the Tube Station, so he could get back to his hotel in London and grab some well-earned rest. It was good to have Dan's company and to hear an American accent again! Has been a good day all round. In the post this morning was a package from the FAA. In it was the paperwork covering the history of two Commanders, the files for which had eluded being found by the FAA for the last 10 years! I sent them a list a month or so back and one of my 'favorite' Examiners has managed to locate these two and photocopy the relevant documents. $3.65 well spent I say. Mind you, there's a few more they have to locate yet! Happy Days!! Very Best Regards, Barry ================ ================ ================ ================ ________________________________________________________________________________
From: <rlegg(at)austarnet.com.au>
Subject: Re: Ohio Meeting
Date: Apr 19, 2006
G'day Moe, I had 21/24 September in my diary as the 'window'; with more details to be unveiled soon. Cheers Russell ---- Original message ---- >Date: Tue, 18 Apr 2006 07:54:24 -0700 >From: "Moe" <moe(at)rosspistons.com> >Subject: Commander-List: Ohio Meeting >To: > -- Commander-List message posted by: "Moe" & lt;moe(at)rosspistons.com Somebody, When is our get together in Ohio this year? Have lost my info. Thanx! Moe 608F(p) N680RR ================ ================ ================ ================ ________________________________________________________________________________
From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com>
Subject: Ohio Meeting
Date: Apr 19, 2006
Ack. Was hoping the flyin would happen a few weeks later than that this year. My wife is due to deliver our first child in mid september.... Would love to attend- but probably can't commit to something so soon afterward. It's bad enough that she is due during "race week" out here in Reno..... Robert Randazzo -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of rlegg(at)austarnet.com.au Sent: Wednesday, April 19, 2006 00:15 Subject: Re: Commander-List: Ohio Meeting G'day Moe, I had 21/24 September in my diary as the 'window'; with more details to be unveiled soon. Cheers Russell ---- Original message ---- >Date: Tue, 18 Apr 2006 07:54:24 -0700 >From: "Moe" <moe(at)rosspistons.com> >Subject: Commander-List: Ohio Meeting >To: > -- Commander-List message posted by: "Moe" moe(at)rosspistons.com Somebody, When is our get together in Ohio this year? Have lost my info. Thanx! Moe 608F(p) N680RR ================ ================ ================ ================ ________________________________________________________________________________
From: "Barry Collman" <barry.collman@air-britain.co.uk>
Subject: Re: A day out!
Date: Apr 19, 2006
Hi Russell, Dan was his usual humorous self early on in the day, but he was flagging a bit from tiredness by mid-afternoon. Hardly surprising given that he'd been awake for 27 hours!!! Very Best Regards, Barry ----- Original Message ----- From: <rlegg(at)austarnet.com.au> Sent: Wednesday, April 19, 2006 8:11 AM Subject: Re: Commander-List: A day out! | | Hey Barry, | | Thanks for the update on John's 680E. | | You forgot to report on Dan's irreplacable and unique brand of humour!? | | Cheers | | Russell | | | | ---- Original message ---- | >Date: Tue, 18 Apr 2006 18:11:54 +0100 | >From: "Barry Collman" <barry.collman@air-britain.co.uk> | >Subject: Commander-List: A day out! | >To: | > | -- Commander-List message posted by: "Barry Collman" & | lt;barry.collman@air-britain.co.uk | | Hi All, | | I thought I'd let you know that I met up with Dan Farmer this morning | at the RAF | Museum, Hendon. We spent about 4 hours touring the exhibits, by | which time Dan | had been 'on the go' for some 27 hours, having captained his American | Airlines | B777 into London-Heathrow early this morning. | | After wearing out our shoe leather at the Museum, we then drove a | short distance | to Elstree Aerodrome to take a look at John Houlder's 680E, which he's | owned for | nearly 38 years! It seems it was in the process of an extensive | overhaul. Both | engines were off and the interior was all but completely stripped out. | Some of | you may remember that John and his 680E were the subject of a write- | up in TCAC's | 'Flight Levels' magazine some years ago. [If you own a Twin | Commander and do not | receive 'Flight Levels', contact them accordingly!] | | After taking a look at some of the other aircraft both in the hangar and | outside, a good number of which were 'N' registered, it was time to | drop Dan | back at the Tube Station, so he could get back to his hotel in London | and grab | some well-earned rest. | | It was good to have Dan's company and to hear an American accent | again! | | Has been a good day all round. In the post this morning was a package | from the | FAA. In it was the paperwork covering the history of two Commanders, | the files | for which had eluded being found by the FAA for the last 10 years! I | sent them a | list a month or so back and one of my 'favorite' Examiners has | managed to locate | these two and photocopy the relevant documents. $3.65 well spent I | say. Mind | you, there's a few more they have to locate yet! | | Happy Days!! | | Very Best Regards, | Barry | | | | | | ================ | ================ | ================ | ================ | | | | | | | | | | | | | | | | | | | | | | | | ________________________________________________________________________________
From: "Barry Collman" <barry.collman@air-britain.co.uk>
Subject: Hello, Brent Mueller
Date: Apr 19, 2006
with "Hello" Hi All, I seem to recall an email from Brent Mueller, introducing himself as the new owner of Model 560E, s/n 567, N224HA. I may have accidentally deleted your email Brent, for which I unreservedly aplogise. Could you get in touch with me please, as I have a few questions to ask! I'll then send you the history of your Commander. Very Best Regards, Barry ________________________________________________________________________________
From: "Stan" <swperk(at)earthlink.net>
Subject: Ohio Meeting
Date: Apr 19, 2006
I am hoping the fly-in will be 9/28-10/1. I need to be in IL the first week of October so those dates would fit in perfectly with my itinerary. Regards, Stan N681SP -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of rlegg(at)austarnet.com.au Sent: Wednesday, April 19, 2006 12:15 AM Subject: Re: Commander-List: Ohio Meeting G'day Moe, I had 21/24 September in my diary as the 'window'; with more details to be unveiled soon. Cheers Russell ---- Original message ---- >Date: Tue, 18 Apr 2006 07:54:24 -0700 >From: "Moe" <moe(at)rosspistons.com> >Subject: Commander-List: Ohio Meeting >To: > -- Commander-List message posted by: "Moe" & lt;moe(at)rosspistons.com Somebody, When is our get together in Ohio this year? Have lost my info. Thanx! Moe 608F(p) N680RR ================ ================ ================ ================ ________________________________________________________________________________
From: "Barry Collman" <barry.collman@air-britain.co.uk>
Subject: New Message
Date: Apr 19, 2006
spammer subject Hi Matt, I don't know whether other Aero Commander 'chatlist' subscribers have come across this, but I haven't seen any such related messages. My last few posts to the list have prompted receipt of the following message to be received: "MDaemon has indentified your message as spam. It will not be delivered. >From : owner-commander-list-server(at)matronics.com To : cperry(at)subictel.com Subject : [***SPAM*** Score/Req: 7.2/5.0] Commander-List: Hello, Brent Mueller Yes, score=7.2 required=5.0 tests=INVALID_DATE,MSGID_DOLLARS, RATWARE_MS_HASH,RATWARE_OUTLOOK_NONAME autolearn=disabled version=3.1.0 ******* * 1.8 INVALID_DATE Invalid Date: header (not RFC 2822) * 2.2 MSGID_DOLLARS Message-Id has pattern used in spam * 1.4 RATWARE_MS_HASH Bulk email fingerprint (msgid ms hash) found * 1.9 RATWARE_OUTLOOK_NONAME Bulk email fingerprint (Outlook no name) * found : Message contains [1] file attachments" Not a particularly annoying event, but I thought I'd mention it anyway. My postings certainly didn't have any attachment, as seems to be indicated by the message I get back. Lastly, grateful thanks for hosting the list. It is certainly very much appreciated by me and, I'm sure' all the other Aero Commander 'nuts'! Very Best Regards, Barry Collman (UK) ________________________________________________________________________________
Date: Apr 19, 2006
From: Matt Dralle <dralle(at)matronics.com>
Subject: Re: New Message
Hi Barry and Commanders, While this might be coming from the Matronics Spam filter, I'm not seeing the normal format that I see from it. I'm suspecting that this message is actually coming from someone on the List that has a spam filter. Next time you receive one of these messages, please forward a complete copy of the message including _all_ of the email headers. I might be able to track it back to the actual originator of the message by dissecting the headers. Send it directly to me at dralle(at)matronics.com and I'll have a look. Best regards, Matt Dralle Matronics List Admin. At 07:27 AM 4/19/2006 Wednesday, you wrote: > >Hi Matt, > >I don't know whether other Aero Commander 'chatlist' subscribers have come >across this, but I haven't seen any such related messages. > >My last few posts to the list have prompted receipt of the following message to >be received: > >"MDaemon has indentified your message as spam. It will not be delivered. > >>From : owner-commander-list-server(at)matronics.com >To : cperry(at)subictel.com >Subject : [***SPAM*** Score/Req: 7.2/5.0] Commander-List: Hello, Brent Mueller >Message-ID: <018501c663b0$baa97720$090b7057@homedf0a4d1dab> > >Yes, score=7.2 required=5.0 tests=INVALID_DATE,MSGID_DOLLARS, >RATWARE_MS_HASH,RATWARE_OUTLOOK_NONAME autolearn=disabled version=3.1.0 >******* >* 1.8 INVALID_DATE Invalid Date: header (not RFC 2822) * 2.2 MSGID_DOLLARS >Message-Id has pattern used in spam * 1.4 RATWARE_MS_HASH Bulk email >fingerprint (msgid ms hash) found * 1.9 RATWARE_OUTLOOK_NONAME Bulk email >fingerprint (Outlook no name) * found > >: Message contains [1] file attachments" > >Not a particularly annoying event, but I thought I'd mention it anyway. My >postings certainly didn't have any attachment, as seems to be indicated by the >message I get back. > >Lastly, grateful thanks for hosting the list. It is certainly very much >appreciated by me and, I'm sure' all the other Aero Commander 'nuts'! > >Very Best Regards, >Barry Collman (UK) > > > > > Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email http://www.matronics.com/ WWW | Featuring Products For Aircraft ________________________________________________________________________________
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Re: New Message
Date: Apr 19, 2006
Just put the words "cheap life insurance" in the subject line and send it. Tom F. ----- Original Message ----- From: "Matt Dralle" <dralle(at)matronics.com> Sent: Wednesday, April 19, 2006 10:01 Subject: Re: Commander-List: New Message > > > Hi Barry and Commanders, > > While this might be coming from the Matronics Spam filter, I'm not seeing the normal format that I see from it. I'm suspecting that this message is actually coming from someone on the List that has a spam filter. > > Next time you receive one of these messages, please forward a complete copy of the message including _all_ of the email headers. I might be able to track it back to the actual originator of the message by dissecting the headers. > > Send it directly to me at dralle(at)matronics.com and I'll have a look. > > Best regards, > > Matt Dralle > Matronics List Admin. > > > At 07:27 AM 4/19/2006 Wednesday, you wrote: <barry.collman@air-britain.co.uk> > > > >Hi Matt, > > > >I don't know whether other Aero Commander 'chatlist' subscribers have come > >across this, but I haven't seen any such related messages. > > > >My last few posts to the list have prompted receipt of the following message to > >be received: > > > >"MDaemon has indentified your message as spam. It will not be delivered. > > > >>From : owner-commander-list-server(at)matronics.com > >To : cperry(at)subictel.com > >Subject : [***SPAM*** Score/Req: 7.2/5.0] Commander-List: Hello, Brent Mueller > >Message-ID: <018501c663b0$baa97720$090b7057@homedf0a4d1dab> > > > >Yes, score=7.2 required=5.0 tests=INVALID_DATE,MSGID_DOLLARS, > >RATWARE_MS_HASH,RATWARE_OUTLOOK_NONAME autolearn=disabled version=3.1.0 > >******* > >* 1.8 INVALID_DATE Invalid Date: header (not RFC 2822) * 2.2 MSGID_DOLLARS > >Message-Id has pattern used in spam * 1.4 RATWARE_MS_HASH Bulk email > >fingerprint (msgid ms hash) found * 1.9 RATWARE_OUTLOOK_NONAME Bulk email > >fingerprint (Outlook no name) * found > > > >: Message contains [1] file attachments" > > > >Not a particularly annoying event, but I thought I'd mention it anyway. My > >postings certainly didn't have any attachment, as seems to be indicated by the > >message I get back. > > > >Lastly, grateful thanks for hosting the list. It is certainly very much > >appreciated by me and, I'm sure' all the other Aero Commander 'nuts'! > > > >Very Best Regards, > >Barry Collman (UK) > > > > > > > > > > > > > > > > > > > > > > > > > Matt G Dralle | Matronics | PO Box 347 | Livermore | CA | 94551 > 925-606-1001 V | 925-606-6281 F | dralle(at)matronics.com Email > http://www.matronics.com/ WWW | Featuring Products For Aircraft > > ________________________________________________________________________________
Date: Apr 20, 2006
From: Dan Farmer <daniellfarmer(at)yahoo.com>
Subject: POOR PLANNING
Robert I would have thought that if you were as devoted to Commanders as some in this group ( we do have some real nuts, you know ) that you would have thought of the TCFG fly in before commencing the "conception process". If you would explain this to your wife in such a manner I am sure you will not need to concern yourself about your second child or the "conception process". Best of blessing to your wife and child dan farmer PS, might this have been a Commander conception? --------------------------------- ________________________________________________________________________________
From: "Robert S. Randazzo" <rsrandazzo(at)precisionmanuals.com>
Subject: POOR PLANNING
Date: Apr 20, 2006
Dan- HAHHAHAHAHAHAH Well- my timing was worse than first might appear! I was planning to race our T-6 at Reno this year..... Due date is the day the races start. I knew I should have paid more attention in school. ;-) Robert Randazzo -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Dan Farmer Sent: Thursday, April 20, 2006 07:14 Subject: Commander-List: POOR PLANNING --> Robert I would have thought that if you were as devoted to Commanders as some in this group ( we do have some real nuts, you know ) that you would have thought of the TCFG fly in before commencing the "conception process". If you would explain this to your wife in such a manner I am sure you will not need to concern yourself about your second child or the "conception process". Best of blessing to your wife and child dan farmer PS, might this have been a Commander conception? --------------------------------- ________________________________________________________________________________
From: "Dennis Polito" <28bravo(at)comcast.net>
Subject: Commander hardware for sale
Date: May 20, 2006
hours or more after Received: date ----- Original Message ----- From: Dennis Polito Sent: Thursday, May 18, 2006 6:35 PM Subject: Some good stuff for sale. Check out the following links for some Commander hardware for sale. Jack accessory http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907075&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 Item number: 4632907075 Dual Tachometer http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907114&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 Item number: 4632907114 3 in one gage http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907714&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 Item number: 4632907714 Leach Relay http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907106&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 Item number: 4632907106 Control Yokes http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632905899&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 Item number: 4632905899 Klixon Ciucuit Breakers http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907780&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 Item number: 4632907780 I will have more Commander specific items for sale shortly. Dennis ________________________________________________________________________________
From: "Stan" <swperk(at)earthlink.net>
Subject: 2006 Fly-In
Date: Apr 20, 2006
Hi all, John Towner asked me to forward this message on to the rest of the group: John and his son Andrew will be out of the country over the weekend of September 23rd, so that he, too would like to schedule the TCFG fly-in for the following week (9/28 - 10/1) if possible. Regards, Stan N681SP ________________________________________________________________________________
From: "David Owens" <dowens(at)aerialviewpoint.com>
Subject: Re: Commander hardware for sale
Date: Apr 20, 2006
For some reason Dennis, these items are no longer available??? ----- Original Message ----- From: "Dennis Polito" <28bravo(at)comcast.net> Sent: Saturday, May 20, 2006 11:26 AM Subject: Commander-List: Commander hardware for sale <28bravo(at)comcast.net> > > > ----- Original Message ----- > From: Dennis Polito > To: commander-list(at)matronics.com > Sent: Thursday, May 18, 2006 6:35 PM > Subject: Some good stuff for sale. > > > Check out the following links for some Commander hardware for sale. > > Jack accessory http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907075&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 > Item number: 4632907075 > > Dual Tachometer http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907114&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 > Item number: 4632907114 > > 3 in one gage http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907714&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 > Item number: 4632907714 > > Leach Relay http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907106&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 > Item number: 4632907106 > > Control Yokes http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632905899&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 > Item number: 4632905899 > > Klixon Ciucuit Breakers http://cgi.ebay.com/ebaymotors/ws/eBayISAPI.dll?ViewItem&item=3D4632907780&rd=3D1&sspagename=3DSTRK%3AMESE%3AIT&rd=3D1 > Item number: 4632907780 > > I will have more Commander specific items for sale shortly. > > Dennis > > ________________________________________________________________________________
From: Tylor Hall <tylor.hall(at)sbcglobal.net>
Subject: Hoover Maneuver
Date: Apr 20, 2006
I have something that you guys want. I just received from my friendly Shell AVGAS distributor, Eastern Aviation Fuels a signed edition by Bob and Sam Lyons. Go see it at www.lyonsstudio.com Great painting of Bob' Shrike doing unbelievable things. Tylor Hall ________________________________________________________________________________
From: skyhawkc-172(at)comcast.net
Subject: Re: Hoover Maneuver
Date: Apr 21, 2006
Have the same one framed 1483/3000 signed by Bob Hoover and Sam Lions, also Hoovers Fighting Spitfire 926/1500. Sam Lions just released his 3rd Hoover creation "Hoover's Ole Yeller." In case you didnt know, besides being the worlds best pilot, Bob is the spokesman for EAF, the national distributor for Shell Aviation Fuels. Sam's wife told us the large signed and numbered ones were produced for EAF distributor for Shell. Brent Mueller -------------- Original message -------------- From: Tylor Hall <tylor.hall(at)sbcglobal.net> > > I have something that you guys want. > > I just received from my friendly Shell AVGAS distributor, Eastern > Aviation Fuels a signed edition by Bob and Sam Lyons. > Go see it at www.lyonsstudio.com > > Great painting of Bob' Shrike doing unbelievable things. > > Tylor Hall > > > > > > > > > > > > > > Have the same one framed 1483/3000signed by Bob Hoover and Sam Lions,alsoHoovers Fighting Spitfire 926/1500. Sam Lionsjust released his 3rdHoover creation "Hoover's Ole Yeller." In case you didnt know, besides being the worlds best pilot, Bob is the spokesman for EAF, the national distributor for Shell Aviation Fuels. Sam's wife told us the large signed and numbered ones were produced for EAF distributor for Shell. Brent Mueller -------------- Original message -------------- From: Tylor Hall tylor.hall(at)sbcglobal.net -- Commander-List message posted by: Tylor Hall I have something that you guys want. I just received from my friendly Shell AVGAS distributor, Eastern Aviation Fuels a signed edition by Bob and Sam Lyons. Go see it at www.lyonsstudio.com Great painting of Bob' Shrike doing unbelievable things. Tylor Hall FAQ, ________________________________________________________________________________
From: Tylor Hall <tylor.hall(at)sbcglobal.net>
Subject: Re: Hoover Maneuver
Date: Apr 21, 2006
Eastern Aviation, the Shell distributor has been a customer of mine for many years. I missed Bob at the AS-3 show, but he was there. I am trying to get Ole Yeller as well. Sam put the Shell Sign in the background. These are great prints. I will be getting mine framed. Tylor Hall On Apr 21, 2006, at 1:36 AM, skyhawkc-172(at)comcast.net wrote: > > Have the same one framed 1483/3000 signed by Bob Hoover and Sam > Lions, also Hoovers Fighting Spitfire 926/1500. Sam Lions just > released his 3rd Hoover creation "Hoover's Ole Yeller." In case > you didnt know, besides being the worlds best pilot, Bob is the > spokesman for EAF, the national distributor for Shell Aviation > Fuels. Sam's wife told us the large signed and numbered ones were > produced for EAF distributor for Shell. > > Brent Mueller > > -------------- Original message -------------- > From: Tylor Hall <tylor.hall(at)sbcglobal.net> > >> >> I have something that you guys want. >> >> I just received from my friendly Shell AVGAS distributor, Eastern >> Aviation Fuels a signed edition by Bob and Sam Lyons. >> Go see it at www.lyonsstudio.com >> >> Great painting of Bob' Shrike doing unbelievable things. >> >> Tylor Hall >> >> >> >> >> >> >> >> >> >> >> >> >> >> > > Have the same one framed 1483/3000signed by Bob Hoover and Sam > Lions,alsoHoovers Fighting Spitfire 926/1500. Sam Lionsjust > released his 3rdHoover creation "Hoover's Ole Yeller." In case you > didnt know, besides being the worlds best pilot, Bob is the > spokesman for EAF, the national distributor for Shell Aviation > Fuels. Sam's wife told us the large signed and numbered ones were > produced for EAF distributor for Shell. > > Brent Mueller > > -------------- Original message -------------- > From: Tylor Hall tylor.hall(at)sbcglobal.net > > -- Commander-List message posted by: Tylor Hall > > > I have something that you guys want. > > I just received from my friendly Shell AVGAS distributor, Eastern > Aviation Fuels a signed edition by Bob and Sam Lyons. > Go see it at www.lyonsstudio.com > > Great painting of Bob' Shrike doing unbelievable things. > > Tylor Hall > > > FAQ, > > ________________________________________________________________________________
Date: Apr 22, 2006
Subject: Air show now online with Bill Leff
From: "Deneal Schilmeister (iMac)" <deneals(at)sbcglobal.net>
http://www.wlky.com/video/8857307/index.html Our own Bill Leff is scheduled to fly at 9:12 p.m. -- Bill Leff Fireworks eastern time. Its been a very entertaining show so far. Mostly military airplanes. -- Deneal Schilmeister ATP Learjet St. Louis, Missouri USA http://homepage.mac.com/deneals ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Cc: "Rocket-List(at)Matronics.Com"
Subject: Fw: A nice flight
Date: Apr 22, 2006
Folks, This is a video clip of a commercial flight between Johannesburg and Cape Town in 2000. I shot the video, edited and narrated it. Hope you enjoy it. Thanks Nico http://www.teletuition.org/documents/Aviation/Movies/Johannesburg%20to%20Cape%20Town.wmv ________________________________________________________________________________
From: "Jim Addington" <jtaddington(at)charter.net>
Subject: Fw: A nice flight
Date: Apr 23, 2006
Nice video, enjoyed it. Jim Addington N444BD -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com]On Behalf Of css nico Sent: Saturday, April 22, 2006 11:20 PM Cc: Rocket-List(at)Matronics.Com Subject: Commander-List: Fw: A nice flight Folks, This is a video clip of a commercial flight between Johannesburg and Cape Town in 2000. I shot the video, edited and narrated it. Hope you enjoy it. Thanks Nico http://www.teletuition.org/documents/Aviation/Movies/Johannesburg%20to%20Cap e%20Town.wmv ________________________________________________________________________________
From: JBOBSTER(at)aol.com
Date: Apr 23, 2006
Subject: Twin Commnnder For Sale In Boring Oregon
FYI The Twin Commander adverstised on Controller.com as a 500B is actually a "straight 500". Saw and flew the aircraft yesterday at Troutdale, Oregon........just a heads up for anyone planning to make the trip to look at a "B" or soemone that is looking for the straight 500. Jim Carroll Seattle, WA ________________________________________________________________________________
Date: Apr 23, 2006
From: Gary Wilson <sr14572(at)yahoo.com>
Subject: Re: Twin Commnnder For Sale In Boring Oregon
any pics or details? FYI The Twin Commander adverstised on Controller.com as a 500B is actually a "straight 500". Saw and flew the aircraft yesterday at Troutdale, Oregon........just a heads up for anyone planning to make the trip to look at a "B" or soemone that is looking for the straight 500. Jim Carroll Seattle, WA --------------------------------- ________________________________________________________________________________
From: N560WM(at)aol.com
Date: Apr 23, 2006
Subject: Re: Twin Commnnder For Sale In Boring Oregon
Since you tried what do you think about it, have a friend looking for a straight 500. Andy ________________________________________________________________________________
From: JBOBSTER(at)aol.com
Date: Apr 23, 2006
Subject: Re: Twin Commnnder For Sale In Boring Oregon
didn't take pics...although they will supposedly be on trade-a-plane and controller soon.. Plane is originally a California aircraft (Santa Monica) ...has been in Oregon for about six years....painted (average work) in 1996....flown 600 hours since then...has one high time engine, but both engines started and ran well. Mish mash of avionics.....interior is above average....owner is a non-pilot...haven't researched the price vs market.....I've seen much worse.. JIm ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Cc: "'Art & Carla White'"
Subject: Interesting article from South Africa
Date: Apr 23, 2006
Interesting article from South Africa: Chopper found 7 yrs after crash 22/04/2006 20:05 - (SA) Cape Town - A wreckage believed to be of a helicopter that went missing seven years ago was found in a forest near Knysna in the Southern Cape, the Civil Aviation Authority said on Saturday. Spokeswoman Phindiwe Gwebu said the wreckage was found with two human remains still strapped into the seats. Another body was found outside the helicopter. "When we looked at our records we found that it might have been a helicopter that went missing in March 1999 with three people, including the pilot." She said, according to their records, the occupants were on a leisure trip to Knysna from Port Elizabeth. The search team at the time had believed that the helicopter crashed into the sea. "On Friday we were notified of a helicopter that was found in the forest. Because we could not find a flight yesterday our investigators, together with pathologists, only flew there this (Saturday) morning." Gwebu said they would release more details when the investigation was completed. SABC news reported that the wreckage matched that of a green Belljet Ranger that crashed in March 1991. On board were Pretoria businessman and pilot Ian MacFarlane, 55, his wife Francis and his father Boyd, 85. The trio had been on their way to a bed and breakfast lodge in Hoekwil when they crashed between Knysna and Willowmore, the report said. ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Cc: "Commander-List(at)Matronics.Com"
Subject: Re: AC at Camarillo
Date: Apr 23, 2006
Hi Nick. I remember the occasion very well. It was cold that day but I wanted to see you guys take N690DB up. It was worth the wait. Some useless information: my favorite commander has always been the Shrike although I had a straight 500 for a number of years. Since I studied up a bit on the -10, it certainly appears to be the ultimate flying machine (in the non-rocket category, of course). So, the Shrike has fallen from its pedestal. Thanks for taking the trouble of letting me know you found our list on the 'net. Are you planning on going to the fly-in this year? If I can get my ducks in a row, I would like to be there, too. Thanks Nico PS. Folks responded to the article back then and it progressed into a discussion on engines, so I copied the group as a courtesy; I hope you are OK with that. -Nico. ----- Original Message ----- From: Nick Martin To: 'nico css' Sent: Saturday, April 22, 2006 10:03 PM Subject: Re: Commander-List: AC at Camarillo Nico I was cruising the net and saw your post of a few years back.I am the guy you talked to in the -10 commander.I fly it about 250hrs a yr.and last flight was to HIO...Nick Martin,N690DB ________________________________________________________________________________
Date: Apr 23, 2006
From: Gary Wilson <sr14572(at)yahoo.com>
Subject: Re: Twin Commnnder For Sale In Boring Oregon
if he is a non pilot, how did he get so lucky. no pics yet, i looked didn't take pics...although they will supposedly be on trade-a-plane and controller soon.. Plane is originally a California aircraft (Santa Monica) ...has been in Oregon for about six years....painted (average work) in 1996....flown 600 hours since then...has one high time engine, but both engines started and ran well. Mish mash of avionics.....interior is above average....owner is a non-pilot...haven't researched the price vs market.....I've seen much worse.. JIm --------------------------------- ________________________________________________________________________________
Subject: Twin Commnnder For Sale In Boring Oregon
Date: Apr 23, 2006
From: "Alberto Shamah" <ashamah(at)thassap.com>
Please let me know if my messages are read. Thank you Alberto ________________________________ De: owner-commander-list-server(at)matronics.com en nombre de JBOBSTER(at)aol.com Enviado el: Dom 04/23/2006 03:01 p.m. Para: commander-list(at)matronics.com Asunto: Re: Commander-List: Twin Commnnder For Sale In Boring Oregon didn't take pics...although they will supposedly be on trade-a-plane and controller soon.. Plane is originally a California aircraft (Santa Monica) ...has been in Oregon for about six years....painted (average work) in 1996....flown 600 hours since then...has one high time engine, but both engines started and ran well. Mish mash of avionics.....interior is above average....owner is a non-pilot...haven't researched the price vs market.....I've seen much worse.. JIm ________________________________________________________________________________
From: JBOBSTER(at)aol.com
Date: Apr 23, 2006
Subject: Re: Twin Commnnder For Sale In Boring Oregon
Yes...they are! ________________________________________________________________________________
Subject: Twin Commnnder For Sale In Boring Oregon
Date: Apr 23, 2006
From: "Alberto Shamah" <ashamah(at)thassap.com>
Thank you I want to introduce myself. My name is Alberto and I am purchasing a Commander 690C (840) in the next week. Any comments? Alberto ________________________________ De: owner-commander-list-server(at)matronics.com en nombre de JBOBSTER(at)aol.com Enviado el: Dom 04/23/2006 04:01 p.m. Para: commander-list(at)matronics.com Asunto: Re: Commander-List: Twin Commnnder For Sale In Boring Oregon Yes...they are! ________________________________________________________________________________
From: "Barry Collman" <barry.collman@air-britain.co.uk>
Subject: Re: Twin Commnnder For Sale In Boring Oregon
Date: Apr 23, 2006
Hi Alberto, Any comments? Lucky devil, I'd say! Let me know the Serial number, or Registration mark and I'll send the history of the 690C to you. Very Best Regards, Barry Collman (UK) Aero Commander historian. ----- Original Message ----- From: "Alberto Shamah" <ashamah(at)thassap.com> Sent: Sunday, April 23, 2006 10:15 PM Subject: RE: Commander-List: Twin Commnnder For Sale In Boring Oregon | | Thank you | | I want to introduce myself. My name is Alberto and I am purchasing a Commander 690C (840) in the next week. | | Any comments? | | Alberto | | ________________________________ | | De: owner-commander-list-server(at)matronics.com en nombre de JBOBSTER(at)aol.com | Enviado el: Dom 04/23/2006 04:01 p.m. | Para: commander-list(at)matronics.com | Asunto: Re: Commander-List: Twin Commnnder For Sale In Boring Oregon | | | | | Yes...they are! | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | ________________________________________________________________________________
From: "Barry Collman" <barry.collman@air-britain.co.uk>
Subject: Re: Twin Commnnder For Sale In Boring Oregon
Date: Apr 23, 2006
Hi Alberto, Any comments? Lucky devil, I'd say! Let me know the Serial number, or Registration mark and I'll send the history of the 690C to you. Very Best Regards, Barry Collman (UK) Aero Commander historian. ----- Original Message ----- From: "Alberto Shamah" <ashamah(at)thassap.com> Sent: Sunday, April 23, 2006 10:15 PM Subject: RE: Commander-List: Twin Commnnder For Sale In Boring Oregon | | Thank you | | I want to introduce myself. My name is Alberto and I am purchasing a Commander 690C (840) in the next week. | | Any comments? | | Alberto | | ________________________________ | | De: owner-commander-list-server(at)matronics.com en nombre de JBOBSTER(at)aol.com | Enviado el: Dom 04/23/2006 04:01 p.m. | Para: commander-list(at)matronics.com | Asunto: Re: Commander-List: Twin Commnnder For Sale In Boring Oregon | | | | | Yes...they are! | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | ________________________________________________________________________________
Subject: Twin Commnnder For Sale In Boring Oregon
Date: Apr 23, 2006
From: "Alberto Shamah" <ashamah(at)thassap.com>
I am going to see 3 different ones to make a decition, but I am inclining myself towards S/N 11621, N920WJ. Were can I get the list of AD`s and SB`s for this aircraft? Alberto ________________________________ De: owner-commander-list-server(at)matronics.com en nombre de Barry Collman Enviado el: Dom 04/23/2006 04:19 p.m. Para: commander-list(at)matronics.com Asunto: Re: Commander-List: Twin Commnnder For Sale In Boring Oregon Hi Alberto, Any comments? Lucky devil, I'd say! Let me know the Serial number, or Registration mark and I'll send the history of the 690C to you. Very Best Regards, Barry Collman (UK) Aero Commander historian. ----- Original Message ----- From: "Alberto Shamah" <ashamah(at)thassap.com> Sent: Sunday, April 23, 2006 10:15 PM Subject: RE: Commander-List: Twin Commnnder For Sale In Boring Oregon | | Thank you | | I want to introduce myself. My name is Alberto and I am purchasing a Commander 690C (840) in the next week. | | Any comments? | | Alberto | | ________________________________ | | De: owner-commander-list-server(at)matronics.com en nombre de JBOBSTER(at)aol.com | Enviado el: Dom 04/23/2006 04:01 p.m. | Para: commander-list(at)matronics.com | Asunto: Re: Commander-List: Twin Commnnder For Sale In Boring Oregon | | | | | Yes...they are! | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | ________________________________________________________________________________
Date: Apr 23, 2006
From: Donnie Rose <aquadiver99(at)yahoo.com>
Subject: 500B
Anyone out there have any ideas on the best "Swamp Cooler" and wireless Satellite Radio for a 500B (69PT)? Thanks in advance. Donnie Rose 205/492-8444 ________________________________________________________________________________
From: YOURTCFG(at)aol.com
Date: Apr 23, 2006
Subject: Re: Twin Commnnder For Sale In Boring Oregon
In a message dated 4/23/2006 2:17:54 P.M. Pacific Standard Time, ashamah(at)thassap.com writes: Any comments? Please get a pre buy!! Jim Metzger Director, Twin Commander Flight Group ________________________________________________________________________________
From: JBOBSTER(at)aol.com
Date: Apr 23, 2006
Subject: Re: Twin Commnnder For Sale In Boring Oregon
JImbo I would never buy a plane without talking to you and or Morris....just posted the info on the site because of the mixup in models (500B advertised / 500 on the field) JIm PS anyone know the history of the 500U at Commander Aero??? ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: Twin Commnnder For Sale In Boring Oregon
Date: Apr 23, 2006
They are displayed alright. ----- Original Message ----- From: "Alberto Shamah" <ashamah(at)thassap.com> Sent: Sunday, April 23, 2006 1:59 PM Subject: RE: Commander-List: Twin Commnnder For Sale In Boring Oregon > > Please let me know if my messages are read. > > Thank you > > Alberto > > ________________________________ > > De: owner-commander-list-server(at)matronics.com en nombre de JBOBSTER(at)aol.com > Enviado el: Dom 04/23/2006 03:01 p.m. > Para: commander-list(at)matronics.com > Asunto: Re: Commander-List: Twin Commnnder For Sale In Boring Oregon > > > didn't take pics...although they will supposedly be on trade-a-plane and > controller soon.. > > Plane is originally a California aircraft (Santa Monica) ...has been in > Oregon for about six years....painted (average work) in 1996....flown 600 hours > since then...has one high time engine, but both engines started and ran well. > Mish mash of avionics.....interior is above average....owner is a > non-pilot...haven't researched the price vs market.....I've seen much worse.. > > JIm > > ________________________________________________________________________________
Date: Apr 23, 2006
From: Gary Wilson <sr14572(at)yahoo.com>
Subject: Re: Twin Commnnder For Sale In Boring Oregon
does anyone know morris's current phone number? JImbo I would never buy a plane without talking to you and or Morris....just posted the info on the site because of the mixup in models (500B advertised / 500 on the field) JIm PS anyone know the history of the 500U at Commander Aero??? --------------------------------- ________________________________________________________________________________
From: "John Vormbaum" <john(at)vormbaum.com>
Subject: Re: Twin Commnnder For Sale In Boring Oregon
Date: Apr 23, 2006
Hi Gary, Best number to reach Morris is his cell, 321-403-8813. Cheers, /John ----- Original Message ----- From: "Gary Wilson" <sr14572(at)yahoo.com> Sent: Sunday, April 23, 2006 10:55 PM Subject: Re: Commander-List: Twin Commnnder For Sale In Boring Oregon > > does anyone know morris's current phone number? > > JBOBSTER(at)aol.com > > JImbo > > I would never buy a plane without talking to you and or Morris....just > posted the info on the site because of the mixup in models (500B > advertised / 500 > on the field) > > JIm > > PS anyone know the history of the 500U at Commander Aero??? > > > --------------------------------- > > > ________________________________________________________________________________
From: "Steven" <steve2(at)sover.net>
Subject: Re: Near miss, Vancouver
Date: Apr 25, 2006
We added last year a Garmin 480/MX20 combo with the Mode S transponder. We got the TIS-B traffic system because with the aerial survey we do even in VFR conditions there is a lot of heads-down time. It's like flying an approach all day. The TIS-B is pretty neat. The only problem is once in a while there is pop up traffic so close there's almost no time to do anything about it. The box warns "Traffic" and scares you silly. Hell, if it's that close maybe it would be better not to know. (Joking aside, that usual is happening when someone is closing to within less than a mile but at a different enough altitude for you to not have seen them visually. It gets you going though.) Steve ----- Original Message ----- From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca> Sent: Tuesday, April 18, 2006 2:29 PM Subject: Commander-List: Near miss, Vancouver > > > This is the second attempt to send this because the previous Email was > rejected as I had "cheap life insurance" in the subject line. > ************************************************ > > Happy to see the sunrise again. > > Since I obtained my abused 680FLP I have been bringing it up to spec. and > was out on a test flight with an engineer setting up the rigging on all > the controls. > The wx. was 3000 overcast with rain showers, we were doing a VOR hold at > 2500 feet during which we were being feed traffic information of VFR > training aircraft below and around us being controlled by another agency > for that altitude. > On our last inbound leg, clipping along at 190 with 75% power, the > engineer had just finished recording all that had to be recorded. > I advised the controlling agency (radar) that we were ready to return for > landing. As I was waiting for the clearance I had my eyes inside to > adjust the EGT's (the engineer wanted full rich for the tests) before I > got the needles where I wanted them I heard the transmission "traffic".... > as soon as the word "traffic" was processed by my brain I looked up and > before "12 O'clock" was heard I saw a single-engine Cessna in a steep > climbing left turn about 50 feet below me and maybe 1000' in front of me > going right to left. I yarded up and to the right on the yoke, yes we > missed him, but not by much, I'm sure had we not done the avoidance > maneuver we would have clipped him. I'm sure the Cessna never saw us. > Radar apologized profusely siting transponder recognition issues with > adjacent controlling agencies. > > I since have tested a "PCAS" Portable Collision Avoidance System that is > the size of a deck of cards. There are a couple of models of this type > out there and it seems to work quite well, this one for under $500. I am > getting one; I am also going to try a get funding to supply one for each > of our search aircraft. > Cheap life insurance. > > Tom F. > C-GISS 680FLP (Mr.RPM) > > > ________________________________________________________________________________
From: "steve2" <steve2(at)sover.net>
Subject: Main Gear Clevis Failure
Date: Apr 25, 2006
We had an interesting failure the other day I thought I might pass along to the group. The main gear retract cylinders are attached to the the gear by two clevises (clevi?) each. They look a like a fork. The pieces look robust enough (and obviously well suited to the task since they've lasted 45 years.) The fork portion of the clevis is attached to a tube which is secured into the gear by a bolt and barrel nut. The 'tube' is not a solid bar. One clevis broke the other day while putting the gear down, leaving a retract cylinder just hanging. It appears that the failure was a long time coming as there was evidence of old damage to the broken piece. (Aircraft had to be slowed to allow the one cylinder do the job.) We all scratched our heads wondering if anything any of us ever did contributed to the failure. The old-timer here even thought back to the time that the gear didn't rotate upon retraction. Maybe its overkill but I'm always careful to try to lower the gear when I can grab some smooth air. It might not be a bad idea to make pulling these clevis every so often part of your inspection. This summer after our season ends we were going to take the gear apart, but this clevis beat us to it. They are pretty easy to drop and a little wooden wedge jamming the barrel nut in place will save some grief reinstalling. Our new part arrived with different geometry and a different hole size for the bolt securing the cylinder end to the clevis. We're a 500A converted to a B in 64(?) so this might have something to do with it, but be aware it might not be plug-and-play if you swap any out. Steve ________________________________________________________________________________
From: BertBerry1(at)aol.com
Date: Apr 25, 2006
Subject: Aero Commander 680 FL Aircraft USED Engine IGSO-540-BIA
LYCOMING ENGINE & HART Hey Guys, Not sure if this interest anyone, but, I saw this on Ebay this morning. http://cgi.ebay.com/ebaymotors/Aero-Commander-680-FL-Aircraft-USED-Engine_W0QQ cmdZViewItemQQcategoryZ50453QQitemZ8059908973QQrdZ1 Bert ________________________________________________________________________________
From: YOURTCFG(at)aol.com
Date: Apr 25, 2006
Subject: Re: Main Gear Clevis Failure
In a message dated 4/25/2006 5:41:16 A.M. Pacific Standard Time, steve2(at)sover.net writes: It might not be a bad idea to make pulling these clevis every so often part of your inspection. This is a fairly common failure. It may be caused by the cylinder not being properly rigged. Carefully follow the Commander service instructions for rigging the gear. The TCFG recommends that these forks be replace at about 1000hr, more frequently if the airplane is used on short flights. Some operators remove and magniflux these part periodically, but replacement makes good sense. jb ________________________________________________________________________________
From: "mike floyd" <floydgm(at)hotmail.com>
Subject: RE: Main Gear Clevis Failure
Date: Apr 25, 2006
I have seen more than one failure of the clevis. If the mount holes are a different size you probably have the clevis for the main cylinder. You also want to look at the others and maybe get them magnafluxed. Mike Commander NW ________________________________________________________________________________
From: "Moe" <moe(at)rosspistons.com>
Subject: Re: RE: Main Gear Clevis Failure
Date: Apr 26, 2006
Gents, Think I missed something....what clevis is breaking? Moe N680RR 680F(p) ----- Original Message ----- From: "mike floyd" <floydgm(at)hotmail.com> Sent: Tuesday, April 25, 2006 9:20 AM Subject: Commander-List: RE: Main Gear Clevis Failure > > I have seen more than one failure of the clevis. If the mount holes are a > different size you probably have the clevis for the main cylinder. You also > want to look at the others and maybe get them magnafluxed. > > Mike > Commander NW > > ________________________________________________________________________________
From: "mike floyd" <floydgm(at)hotmail.com>
Subject: RE: Main Gear Clevis Failure
Date: Apr 26, 2006
The clevis's that the main gear retract cylinders attach to on the top barrel of the main gear under the trunnion pins. The rod ends on the cylinder rams attach to them. Mike Commander NW ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Truly earning your flight pay
Date: Apr 26, 2006
These guys had something to talk about after this... http://www.teletuition.org/documents/Aviation/Movies/EarningFlightPay.wmv= ________________________________________________________________________________
From: "Barry Collman" <barry.collman@air-britain.co.uk>
Subject: Palm Tree Airways Ltd
Date: Apr 26, 2006
Hi Guys, I'm currently getting a stack of photos catalogued on to my Commander photos database. One photograph is a shot of a Model 680, N6854S. This is serial number 368-54. I am unaware of the date or location. It has "Palm Tree Airways Ltd" titles on the forward fuselage, but it was never registered to such an operator. Question is, and I know it's a long shot, does anyone know of such an operator? Best Regards, Barry C (UK) ________________________________________________________________________________
From: "steve2" <steve2(at)sover.net>
Subject: Re: RE: Main Gear Clevis Failure
Date: Apr 26, 2006
Thanks Mike, we're taking the gear out of the aircraft and rebuilding it this summer. Steve >> >> I have seen more than one failure of the clevis. If the mount holes are a >> different size you probably have the clevis for the main cylinder. You > also >> want to look at the others and maybe get them magnafluxed. >> >> Mike >> Commander NW >> >> >> >> >> >> >> >> >> >> >> >> >> >> >> > > > ________________________________________________________________________________
From: "steve" <steveg(at)nternet.com>
Subject: Palm Tree Airways Ltd
Date: Apr 26, 2006
Barry, I have my partner in Oz looking around as the Ltd could point in that direction. While poking around the net I came up with a copy of email correspondence (see below) between educators where one of them recommends a flight on Palm Tree Airways to Nunavut in Canada. >From tdonelly(at)binghamton.edu Wed Jan 15 03:53:16 2003 From: tdonelly(at)binghamton.edu (Nick Donnelly) Date: Tue, 14 Jan 2003 22:53:16 -0500 Subject: [Odonata-l] Canadian geographic holes In-Reply-To: <v01540b35ba4a6da92db3@[139.142.112.34]> >The farming districts of southern Manitoba, Saskatchewan, and Alberta are >remarkably poorly covered. These may not be considered attractive areas, >but if you find yourself driving across the northern Great Plains, I >suggest you stop from time to time to see what you can find. I also suggest further collecting in the northern Rockies. The range maps of several transcontinental species (like Aeshna tuberculifera) might suggest a gap between eastern and western populations. I do not think there is a disjunction at all. I think this area is poorly collected. > If Walker had not spent a few weeks in horse and buggy in Manitoba, we > would have vastly fewer records. In a few very brief trips to Manitoba I > have been able to make additions. Think of what I could do in a week! Actually the territories above 60 degrees are pretty well covered, although I have not been able to find a single unambiguous record for Nunavut. The northern half of Quebec (Above Lakes Mistassini and Albenil) has essentially no records. But how do you get there? It is all muskeg and a few float planes taking fishermen in. And then, there's always Labrador . . . The really poor northern coverage is in Alaska, which, in contrast to the Yukon and NWT, is almost completely unsurveyed. There are record clusters for Fairbanks and vicinity, Juneau and vicinity, and Anchorage and the Kenai. Beyond that squat. It is marginally more accessible than northern Quebec. You want to make some nice finds? Take Palm Airways into southeastern Nunavut, where there are airfields with scheduled service at small populated settlements and mining camps. Or drive to Flin Flon. You can tell the winter blues have settled in . . . ************************** * Nick Donnelly * * Binghamton, NY * * tdonelly(at)binghamton.edu * ************************** Steve G. -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Barry Collman Sent: Wednesday, April 26, 2006 3:07 PM Subject: Commander-List: Palm Tree Airways Ltd <barry.collman@air-britain.co.uk> Hi Guys, I'm currently getting a stack of photos catalogued on to my Commander photos database. One photograph is a shot of a Model 680, N6854S. This is serial number 368-54. I am unaware of the date or location. It has "Palm Tree Airways Ltd" titles on the forward fuselage, but it was never registered to such an operator. Question is, and I know it's a long shot, does anyone know of such an operator? Best Regards, Barry C (UK) ________________________________________________________________________________
From: "Barry Collman" <barry.collman@air-britain.co.uk>
Subject: Re: Palm Tree Airways Ltd
Date: Apr 26, 2006
Hi Steve, I think in Oz, it would probably have been "..... Pty Ltd", (Pty = Proprietary) but it's an interesting thought. I have a feeling that Canada might be nearer the truth, but "Palm Tree Airways Ltd" in Canada seems a bit incongruous! It did spend a while under ownership in Roswell, New Mexico between June 1972 & October 1974. Now Palm Trees in Roswell may not be so alien ;-) I have a gut feeling that the photo is of 1960's vintage, but that'll sure leave me wide open for error. Very Best Regards, Barry ----- Original Message ----- From: "steve" <steveg(at)nternet.com> Sent: Wednesday, April 26, 2006 10:44 PM Subject: RE: Commander-List: Palm Tree Airways Ltd | | Barry, | | I have my partner in Oz looking around as the Ltd could point in that | direction. While poking around the net I came up with a copy of email | correspondence (see below) between educators where one of them recommends a | flight on Palm Tree Airways to Nunavut in Canada. | | >From tdonelly(at)binghamton.edu Wed Jan 15 03:53:16 2003 | From: tdonelly(at)binghamton.edu (Nick Donnelly) | Date: Tue, 14 Jan 2003 22:53:16 -0500 | Subject: [Odonata-l] Canadian geographic holes | In-Reply-To: <v01540b35ba4a6da92db3@[139.142.112.34]> | Message-ID: <4.3.2.7.1.20030114223608.00d58bb0(at)mail.binghamton.edu> | | >The farming districts of southern Manitoba, Saskatchewan, and Alberta are | >remarkably poorly covered. These may not be considered attractive areas, | >but if you find yourself driving across the northern Great Plains, I | >suggest you stop from time to time to see what you can find. | | I also suggest further collecting in the northern Rockies. The range maps | of several transcontinental species (like Aeshna tuberculifera) might | suggest a gap between eastern and western populations. I do not think | there is a disjunction at all. I think this area is poorly collected. | | > If Walker had not spent a few weeks in horse and buggy in Manitoba, we | > would have vastly fewer records. In a few very brief trips to Manitoba I | > have been able to make additions. Think of what I could do in a week! | | Actually the territories above 60 degrees are pretty well covered, although | I have not been able to find a single unambiguous record for Nunavut. The | northern half of Quebec (Above Lakes Mistassini and Albenil) has | essentially no records. But how do you get there? It is all muskeg and a | few float planes taking fishermen in. And then, there's always Labrador . . | . | | The really poor northern coverage is in Alaska, which, in contrast to the | Yukon and NWT, is almost completely unsurveyed. There are record clusters | for Fairbanks and vicinity, Juneau and vicinity, and Anchorage and the | Kenai. Beyond that squat. It is marginally more accessible than northern | Quebec. | | You want to make some nice finds? Take Palm Airways into southeastern | Nunavut, where there are airfields with scheduled service at small | populated settlements and mining camps. | | Or drive to Flin Flon. | | You can tell the winter blues have settled in . . . | | | | ************************** | * Nick Donnelly * | * Binghamton, NY * | * tdonelly(at)binghamton.edu * | ************************** | | Steve G. | | -----Original Message----- | From: owner-commander-list-server(at)matronics.com | [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Barry | Collman | Sent: Wednesday, April 26, 2006 3:07 PM | To: commander-list(at)matronics.com | Subject: Commander-List: Palm Tree Airways Ltd | | <barry.collman@air-britain.co.uk> | | Hi Guys, | | I'm currently getting a stack of photos catalogued on to my Commander photos | | database. | | One photograph is a shot of a Model 680, N6854S. This is serial number | 368-54. I | am unaware of the date or location. | | It has "Palm Tree Airways Ltd" titles on the forward fuselage, but it was | never | registered to such an operator. | | Question is, and I know it's a long shot, does anyone know of such an | operator? | | Best Regards, | Barry C (UK) | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | ________________________________________________________________________________
From: "steve" <steveg(at)nternet.com>
Subject: Palm Tree Airways Ltd
Date: Apr 26, 2006
Barry, You are most likely right. A quick check to the charts for Nunavut shows that the Magnetic North Pole is an hour or so away by piston flight. Pretty desolate yet ideal for a Commander. Palm Tree Airways would be an ideal tongue in cheek name for marketing awareness. The Eskimos would have a field day of jokes with that one. I will search more as idle time arises. Steve G -----Original Message----- From: owner-commander-list-server(at)matronics.com [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Barry Collman Sent: Wednesday, April 26, 2006 5:22 PM Subject: Re: Commander-List: Palm Tree Airways Ltd <barry.collman@air-britain.co.uk> Hi Steve, I think in Oz, it would probably have been "..... Pty Ltd", (Pty = Proprietary) but it's an interesting thought. I have a feeling that Canada might be nearer the truth, but "Palm Tree Airways Ltd" in Canada seems a bit incongruous! It did spend a while under ownership in Roswell, New Mexico between June 1972 & October 1974. Now Palm Trees in Roswell may not be so alien ;-) I have a gut feeling that the photo is of 1960's vintage, but that'll sure leave me wide open for error. Very Best Regards, Barry ----- Original Message ----- From: "steve" <steveg(at)nternet.com> Sent: Wednesday, April 26, 2006 10:44 PM Subject: RE: Commander-List: Palm Tree Airways Ltd | | Barry, | | I have my partner in Oz looking around as the Ltd could point in that | direction. While poking around the net I came up with a copy of email | correspondence (see below) between educators where one of them recommends a | flight on Palm Tree Airways to Nunavut in Canada. | | >From tdonelly(at)binghamton.edu Wed Jan 15 03:53:16 2003 | From: tdonelly(at)binghamton.edu (Nick Donnelly) | Date: Tue, 14 Jan 2003 22:53:16 -0500 | Subject: [Odonata-l] Canadian geographic holes | In-Reply-To: <v01540b35ba4a6da92db3@[139.142.112.34]> | Message-ID: <4.3.2.7.1.20030114223608.00d58bb0(at)mail.binghamton.edu> | | >The farming districts of southern Manitoba, Saskatchewan, and Alberta are | >remarkably poorly covered. These may not be considered attractive areas, | >but if you find yourself driving across the northern Great Plains, I | >suggest you stop from time to time to see what you can find. | | I also suggest further collecting in the northern Rockies. The range maps | of several transcontinental species (like Aeshna tuberculifera) might | suggest a gap between eastern and western populations. I do not think | there is a disjunction at all. I think this area is poorly collected. | | > If Walker had not spent a few weeks in horse and buggy in Manitoba, we | > would have vastly fewer records. In a few very brief trips to Manitoba I | > have been able to make additions. Think of what I could do in a week! | | Actually the territories above 60 degrees are pretty well covered, although | I have not been able to find a single unambiguous record for Nunavut. The | northern half of Quebec (Above Lakes Mistassini and Albenil) has | essentially no records. But how do you get there? It is all muskeg and a | few float planes taking fishermen in. And then, there's always Labrador . . | . | | The really poor northern coverage is in Alaska, which, in contrast to the | Yukon and NWT, is almost completely unsurveyed. There are record clusters | for Fairbanks and vicinity, Juneau and vicinity, and Anchorage and the | Kenai. Beyond that squat. It is marginally more accessible than northern | Quebec. | | You want to make some nice finds? Take Palm Airways into southeastern | Nunavut, where there are airfields with scheduled service at small | populated settlements and mining camps. | | Or drive to Flin Flon. | | You can tell the winter blues have settled in . . . | | | | ************************** | * Nick Donnelly * | * Binghamton, NY * | * tdonelly(at)binghamton.edu * | ************************** | | Steve G. | | -----Original Message----- | From: owner-commander-list-server(at)matronics.com | [mailto:owner-commander-list-server(at)matronics.com] On Behalf Of Barry | Collman | Sent: Wednesday, April 26, 2006 3:07 PM | To: commander-list(at)matronics.com | Subject: Commander-List: Palm Tree Airways Ltd | | <barry.collman@air-britain.co.uk> | | Hi Guys, | | I'm currently getting a stack of photos catalogued on to my Commander photos | | database. | | One photograph is a shot of a Model 680, N6854S. This is serial number | 368-54. I | am unaware of the date or location. | | It has "Palm Tree Airways Ltd" titles on the forward fuselage, but it was | never | registered to such an operator. | | Question is, and I know it's a long shot, does anyone know of such an | operator? | | Best Regards, | Barry C (UK) | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | | ________________________________________________________________________________
From: BobsV35B(at)aol.com
Date: Apr 26, 2006
Subject: Palm Tree Airways Ltd
Good Evening Steve, For What It Is Worth, I have a vague memory of a D-18 Twin Beech at Oshkosh four or five years ago that was sporting a painting of a palm tree on it's side and had a name such as Palm Tree Airways. I am certain it was, or was going to be, based in Australia. Could have been in transit from Canada to Australia! Happy Skies, Old Bob AKA Bob Siegfried Ancient Aviator Stearman N3977A Brookeridge Air Park LL22 Downers Grove, IL 60516 630 985-8503 In a message dated 4/26/2006 6:04:15 P.M. Central Standard Time, steveg(at)nternet.com writes: Barry, You are most likely right. A quick check to the charts for Nunavut shows that the Magnetic North Pole is an hour or so away by piston flight. Pretty desolate yet ideal for a Commander. Palm Tree Airways would be an ideal tongue in cheek name for marketing awareness. The Eskimos would have a field day of jokes with that one. I will search more as idle time arises. Steve G ________________________________________________________________________________
From: <rlegg(at)austarnet.com.au>
Subject: Re: Palm Tree Airways Ltd
Date: Apr 27, 2006
G'day Sir Barry, I would be 99% certain that the Straight 680 is not an Ossie one. The Ltd category is available in Australia. What a great name for an airline...kind of sounds like it should have featured on an episode of Gilligan's Island...something the Millionaire & his wife might have flown around in! Best wishes from Oz Russell ---- Original message ---- >Date: Wed, 26 Apr 2006 21:07:10 +0100 >From: "Barry Collman" <barry.collman@air-britain.co.uk> >Subject: Commander-List: Palm Tree Airways Ltd >To: > >--> Commander-List message posted by: "Barry Collman" & lt;barry.collman@air-britain.co.uk> > >Hi Guys, > >I'm currently getting a stack of photos catalogued on to my Commander photos >database. > >One photograph is a shot of a Model 680, N6854S. This is serial number 368-54. I >am unaware of the date or location. > >It has "Palm Tree Airways Ltd" titles on the forward fuselage, but it was never >registered to such an operator. > >Question is, and I know it's a long shot, does anyone know of such an operator? > >Best Regards, >Barry C (UK) > > > > > ================ ================ ================ ================ > > > > > > > > > ________________________________________________________________________________
From: "Dan Brady" <westwind(at)hdiss.net>
Subject: Palm Tree Air
Date: Apr 27, 2006
Bob Siegfried's story rang a bell in my memory banks from 9 or more yrs. = ago. One day while we were leasing & operating the 29 Palms county = airport in 29 Palms,Ca. a Twin Beech made a fuel stop & it had a palm = tree logo on its side along with Canadian registry. We greeted him with = cheers thinking we might have another chance at a shuttle to ONT & LAS = but he said he & the aircraft were on their way to far off lands.....he = never elaborated on where those lands lay. Since he paid with a valid = credit card & had all the pax seats in place we assumed he wasn't (as so = many of our transients were) involved in the transport of "agricultural = or chemical" products. Once my memory banks started working I recalled a = period in the mid '80s when a bunch of the traffickers decided to end = their runs by landing their usually stolen aircraft on a trail in the = middle of the desert, torch the plane & jump on or in a previously = stashed dirt bike or small single engine & theoretically = disappear......not so....law enforcement loved the signal flares & = plumes of smoke & usually arrested the dork pilots before they could = count their money. Among the planes that met this fate were a very nice = Aztec & a beautiful Aero Commander. We went to the A/C site but almost = every salvageable part had disappeared......who says the desert is = deserted? Shortly after this early one morning I get a call on the radio = asking if the fuel pumps were open yet from an A/C .I gave him an affirm = on the fuel & an airport advisory.....now there's nothing strange about = early A.M. flying in the Mojave in summer,but something about the call = sign he used bugged me....it ended in Oscar. The temp is a cool 101' F. = as I step out into the pre dawn light to watch the landing & guide him = to the pumps. At this time we didn't have fencing separating the parking = lot from the ramp & fuel pumps & the 1st thing I see is 2 "unmarked" = police cars that might as well had COP in 3' letters painted on the = side. 4 guys get out dressed in spotless white tennis outfits complete = with wrist & head sweat bands & white sweaters draped on their backs = with the arms tied smartly around their necks. Now we are only 34nm.in a = straight line from PSP (61 by road & about 190 if ATC is handling you) = but the difference between PSP & TNP is about the same as Monte Carlo & = Afghanistan so I ask the "tennis players" are you here to grab this guy? = I don't know what you're talking about we're just stretching our legs = on the way to the courts. The A/C taxies up to the pumps with the = baggage door flapping in the prop wash & the worst job of N number = altering I'd ever seen ( 1to7,5to6 & C to O not 0 but O). Yeah those = courts ought to be a toasty 140+ by the time you get there....now level = with me I don't want to get caught in the middle of your craziness! = You're the one that's crazy, now leave us alone & go about your = business! Now the pilot gets out, looks at the cars & tennis players & = breaks into a sweat that has nothing to do with the desert heat. I ask = do you want me to top it? No, 80 gal. should do it...I don't want to be = too heavy in this heat. Yeah, a short 6040' runway can be tough on a = Commander (by now I'm so tired of hearing B.S. from everyone I don't = care who I P.O.) While I'm on the ladder I notice there's nothing = inside from the panel to the rear of the baggage compartment but a pilot = seat & acouple of empty pop cans & candy bar wrappers. Now the "players" = start chatting with the sweating pilot about how cute his plane is & how = lucky he is to go fly & watch the sunrise. I finish,the guy hands me a = fistfull of cash, says I don't need a receipt, jumps in the plane & by = now he's shaking so bad he can hardly push the starter buttons,makes a = mid field T.O. with no preflight & disappears to the west. I say to one = of the "players" I guess you just want to track him not nab him. I still = don't know what you mean & he steps into the phone booth. I go into the = office & pick up the bug from the phone booth & hear the "player" = telling his boss :"naw nothing yet just some guy in his little plane out = joyriding,but the old fart that runs this place made us somehow & = claimed the guy was a runner...yeah they're all nutty out here". I pick = up my phone & call our Customs narc (one of the few decent guys in the = business) & tell him the story.....10min. later an R.V. roars into the = lot & 4 of our desert rat narcs jump out, grab the players,cuff them,sit = them down in the sand & wait 5min. till their boss choppers in. He tells = the "players" they're the biggest jerks he ever laid eyes on,has them = get their boss on the phone,tells him he's up for jackass of the month = award & if he ever sees any of his "boys" east of L.A. he will = personally shoot them. Then he told me that they had grabbed the plane & = pilot but because the "players" had spooked the pilot he went to an = alternate destination & ruined what was going to be a major drug bust. I = said that's fine but we have all these atta boy certificates on our wall = while other people are collecting reward money for locating stolen = aircraft & you promised that if I still called you 1st before the = insurance co. you would see that we got credit. That's right he said & = it's all going in my report....not to worry!.....4yrs. later, while = another certificate gathered dust on our wall, the courts were still = trying to decide if the plane was really stolen & at least 1 bank & 1 = insurance co.,2 federal agencies & the Sheriff of San Bernardino = County(who had physical custody & refused to reveal its location) were = fighting over custody of the plane. Maybe Sir Barry knows the final = outcome. In the War onDrugs it seems the biggest & nastiest battles are = fought rival enforcement agencies. We have many stories, some humorous & = some sad about skirmishes that should never have been........Dan 77B ________________________________________________________________________________
Date: Apr 28, 2006
From: W J R HAMILTON <wjrhamilton(at)optusnet.com.au>
Subject: Re: Palm Tree Airways Ltd
Folks, In Australia, a small ( unlisted) company will have Pty., Ltd after the name. Pty is the abbreviation for " Proprietary". A "public" company, with a sufficient number of shareholders, usually listed on a Stock Exchange, is just "Ltd." , Ltd meaning Limited Liability in both cases. Just to confuse the issue, if you didn't understand the law, the biggest Australian company for many years ( now BHP Billiton) was BHP Ltd, full name Broken Hill Proprietary Ltd. All the above should not be confused with Limited appearing on the side of an Australian registered aircraft, meaning it has a Part 21 Limited Category Special Certificate of Airworthiness. For every rule there is an exception, bar one, you cannot repeal or appeal the law of gravity, as our late then AOPA President found out two weeks ago. Regards, Bill Hamilton At 10:19 27/04/2006, you wrote: > >G'day Sir Barry, > >I would be 99% certain that the Straight 680 is not an Ossie one. >The Ltd category is available in Australia. > >What a great name for an airline...kind of sounds like it should have >featured on an episode of Gilligan's Island...something the Millionaire & his >wife might have flown around in! > >Best wishes from Oz > >Russell > > >---- Original message ---- > >Date: Wed, 26 Apr 2006 21:07:10 +0100 > >From: "Barry Collman" <barry.collman@air-britain.co.uk> > >Subject: Commander-List: Palm Tree Airways Ltd > >To: > > >>--> Commander-List message posted by: "Barry Collman" & >lt;barry.collman@air-britain.co.uk> >> >>Hi Guys, >> >>I'm currently getting a stack of photos catalogued on to my >Commander photos >>database. >> >>One photograph is a shot of a Model 680, N6854S. This is serial >number 368-54. I >>am unaware of the date or location. >> >>It has "Palm Tree Airways Ltd" titles on the forward fuselage, but it was >never >>registered to such an operator. >> >>Question is, and I know it's a long shot, does anyone know of such an >operator? >> >>Best Regards, >>Barry C (UK) >> >> >> >> >> >================ >================ >================ >================ >> >> >> >> >> >> >> >> >> > > CONFIDENTIALITY & PRIVILEGE NOTICE W.J.R.Hamilton,Glenalmond Group Companies,Fighter Flights Internet Services and Warbirds.Net. & . This message is intended for and should only be used by the addressee. It is confidential and may contain legally privileged information.If you are not the intended recipient any use distribution,disclosure or copying of this message is strictly prohibited.Confidentiality and legal privilege attached to this communication are not waived or lost by reason of the mistaken delivery to you.If you have received this message in error, please notify us immediately to: Australia 61 (0)408 876 526 Dolores capitis non fero. Eos do. ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Re: Palm Tree Airways Ltd
Date: Apr 27, 2006
I've been out of the loop for a while. Did something happen to Phil Boyer? ----- Original Message ----- From: "W J R HAMILTON" <wjrhamilton(at)optusnet.com.au> Sent: Thursday, April 27, 2006 7:53 AM Subject: Re: Commander-List: Palm Tree Airways Ltd > > Folks, > In Australia, a small ( unlisted) company will have Pty., Ltd after > the name. Pty is the abbreviation for " Proprietary". > > A "public" company, with a sufficient number of shareholders, usually > listed on a Stock Exchange, is just "Ltd." , Ltd meaning Limited > Liability in both cases. > Just to confuse the issue, if you didn't understand the law, the > biggest Australian company for many years ( now BHP Billiton) was BHP > Ltd, full name Broken Hill Proprietary Ltd. > > All the above should not be confused with Limited appearing on the > side of an Australian registered aircraft, meaning it has a Part 21 > Limited Category Special Certificate of Airworthiness. > > For every rule there is an exception, bar one, you cannot repeal or > appeal the law of gravity, as our late then AOPA President found out > two weeks ago. > > Regards, > Bill Hamilton > > > At 10:19 27/04/2006, you wrote: > > > >G'day Sir Barry, > > > >I would be 99% certain that the Straight 680 is not an Ossie one. > >The Ltd category is available in Australia. > > > >What a great name for an airline...kind of sounds like it should have > >featured on an episode of Gilligan's Island...something the Millionaire & his > >wife might have flown around in! > > > >Best wishes from Oz > > > >Russell > > > > > > > >---- Original message ---- > > >Date: Wed, 26 Apr 2006 21:07:10 +0100 > > >From: "Barry Collman" <barry.collman@air-britain.co.uk> > > >Subject: Commander-List: Palm Tree Airways Ltd > > >To: > > > > >>--> Commander-List message posted by: "Barry Collman" & > >lt;barry.collman@air-britain.co.uk> > >> > >>Hi Guys, > >> > >>I'm currently getting a stack of photos catalogued on to my > >Commander photos > >>database. > >> > >>One photograph is a shot of a Model 680, N6854S. This is serial > >number 368-54. I > >>am unaware of the date or location. > >> > >>It has "Palm Tree Airways Ltd" titles on the forward fuselage, but it was > >never > >>registered to such an operator. > >> > >>Question is, and I know it's a long shot, does anyone know of such an > >operator? > >> > >>Best Regards, > >>Barry C (UK) > >> > >> > >> > >> > >> > >================ > >================ > >================ > >================ > >> > >> > >> > >> > >> > >> > >> > >> > >> > > > > > > > > > > > > > > > > > > > > > CONFIDENTIALITY & PRIVILEGE NOTICE > W.J.R.Hamilton,Glenalmond Group Companies,Fighter Flights Internet > Services and Warbirds.Net. & . > This message is intended for and should only be used by the > addressee. It is confidential and may contain legally privileged > information.If you are not the intended recipient any use > distribution,disclosure or copying of this message is strictly > prohibited.Confidentiality and legal privilege attached to this > communication are not waived or lost by reason of the mistaken > delivery to you.If you have received this message in error, please > notify us immediately to: > Australia 61 (0)408 876 526 > Dolores capitis non fero. Eos do. > > ________________________________________________________________________________
Date: Apr 27, 2006
From: Donnie Rose <aquadiver99(at)yahoo.com>
Subject: Fwd: 500B
Note: forwarded message attached. Donnie Rose 205/492-8444 __________________________________________________ Received: from [68.17.132.81] by web32603.mail.mud.yahoo.com via HTTP; Sun, 23 Date: Sun, 23 Apr 2006 18:04:37 -0700 (PDT) From: Donnie Rose <aquadiver99(at)yahoo.com> Subject: 500B MIME-Version: 1.0 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: 8bit Anyone out there have any ideas on the best "Swamp Cooler" and wireless Satellite Radio for a 500B (69PT)? Thanks in advance. Donnie Rose 205/492-8444 __________________________________________________ ________________________________________________________________________________
Date: Apr 27, 2006
From: Donnie Rose <aquadiver99(at)yahoo.com>
Subject: Fwd: 500B
Note: forwarded message attached. Donnie Rose 205/492-8444 __________________________________________________ Received: from [72.147.76.149] by web32613.mail.mud.yahoo.com via HTTP; Wed, 26 Date: Wed, 26 Apr 2006 09:20:22 -0700 (PDT) From: Donnie Rose <aquadiver99(at)yahoo.com> Subject: 500B MIME-Version: 1.0 Content-Type: text/plain; charset=iso-8859-1 Content-Transfer-Encoding: 8bit Hey there everyone! Does anyone know where to get the Scott "Presidential" oxygen panel gauges and other repair parts? Fly Safe! Donnie Rose 205/492-8444 __________________________________________________ ________________________________________________________________________________
Date: Apr 27, 2006
Subject: Re: Palm Tree Airways Ltd
From: "Deneal Schilmeister (iMac)" <deneals(at)sbcglobal.net>
On 4/27/06 10:42 AM, "css nico" wrote: > > I've been out of the loop for a while. Did something happen to Phil Boyer? I'm assuming he meant the head of AOPA Australia <http://www.aopa.com.au/infocentre/news.cfm> AirServices CEO Pays Tribute to Ron Bertram (Date: 04/06/2006) MEDIA RELEASE Vale Ron Bertram - 05/06 Airservices Australia offers its deepest condolences to the family of Aircraft Owners and Pilots Association President, Ron Bertram who was killed in a tragic light aircraft accident at Bankstown airport yesterday. Airservices Chief Executive Officer Greg Russell praised the work Mr Bertram had done over the past three years since he became a Director and later President of AOPA. The association has lost a true reformer and a person dedicated to making AOPA more relevant and valuable to the aviation industry, he said. In memory of Ron and as a legacy to his work and role, it is of critical importance that all of us in the Australian aviation industry continue to strive to achieve his vision. He was an active participant and champion for the general aviation community. Minister Pays Tribute to Ron Bertram (Date: 04/06/2006) MEDIA RELEASE The Australian Government Minister for Transport and Regional Services, Warren Truss, has expressed his sympathy to the family and friends of Aircraft Owners and Pilots Association President, Ron Bertram, who died in an aircraft accident at Bankstown on Wednesday (5 April). Mr Truss said Mr Bertram was a passionate advocate for pilots and aircraft owners on general aviation issues. "His contribution and practical approach to aviation issues will be missed by both the government and the aviation industry," Mr Truss said. "In his role as President of Aircraft Owners and Pilots Association (AOPA), Mr Bertram was a strong advocate for his members. He worked tirelessly to bring the views of AOPA to the attention of the government and its agencies. "He was a constant and much valued participant in the Government's consultation on aviation security - particularly the anti-theft requirements for the General Aviation sector, background checking and Aviation Security Identification Cards for General Aviation pilots," Mr Truss said. "Ron played a leading role in forging a positive relationship between the Government and its departments and agencies and the aviation industry. I met with him at Bankstown only the day before his death to discuss a range of aviation issues," he said. "His integrity, balance and high energy will be sadly missed by the government and the industry," Mr Truss said. Mr Truss said Mr Bertram's achievements in aviation were substantial. "He was an experienced pilot with thousands of hours experience. He was an ultralight instructor who took an energetic interest in the expanding sports aviation field. He was active in the Air League, encouraging young Australians to take an interest in aviation. "On behalf of AOPA, Mr Bertram played a leadership role in the regulatory reform process for the civil aviation regulations. Under Mr Bertram's leadership, AOPA has been an active member on the Standards Consultative Committee as well as a strong lobby group in the development and implementation of government aviation policy." ________________________________________________________________________________
From: "Tom Fisher" <tfisher(at)commandergroup.bc.ca>
Subject: Re: Fwd: 500B
Date: Apr 27, 2006
You may not "attach" anything to this web-site, it will be stripped off. Tom F. ----- Original Message ----- From: "Donnie Rose" <aquadiver99(at)yahoo.com> Sent: Thursday, April 27, 2006 09:31 Subject: Commander-List: Fwd: 500B > > > Note: forwarded message attached. > > > Donnie Rose > 205/492-8444 > > __________________________________________________ > http://mail.yahoo.com > Received: from [68.17.132.81] by web32603.mail.mud.yahoo.com via HTTP; > Date: Sun, 23 Apr 2006 18:04:37 -0700 (PDT) > From: Donnie Rose <aquadiver99(at)yahoo.com> > Subject: 500B > To: "commander-list(at)matronics.com" > MIME-Version: 1.0 > Content-Type: text/plain; charset=iso-8859-1 > Content-Transfer-Encoding: 8bit > > Anyone out there have any ideas on the best "Swamp > Cooler" and wireless Satellite Radio for a 500B > (69PT)? > Thanks in advance. > > > Donnie Rose > 205/492-8444 > > __________________________________________________ > http://mail.yahoo.com > > ________________________________________________________________________________
Date: Apr 27, 2006
From: Donnie Rose <aquadiver99(at)yahoo.com>
Subject: 500B2
Hey there everyone! Does anyone know where to get the Scott "Presidential" oxygen panel gauges and other repair parts? Fly Safe! Donnie Rose 205/492-8444 Donnie Rose 205/492-8444 __________________________________________________ ________________________________________________________________________________
Date: Apr 27, 2006
From: Donnie Rose <aquadiver99(at)yahoo.com>
Subject: 500B
Anyone out there have any ideas on the best "Swamp > Cooler" and wireless Satellite Radio for a 500B > (69PT)? > Thanks in advance. > > > Donnie Rose > 205/492-8444 Donnie Rose 205/492-8444 __________________________________________________ ________________________________________________________________________________
From: "css nico" <nico(at)cybersuperstore.com>
Subject: Fw: Subject: Semper Fi
Date: Apr 27, 2006
This really bit into me... Thanks to Carrie for this..... Subject: Semper Fi CAMP PENDLETON, Calif. ( March 2, 2006) Karla Comfort received a lot of looks and even some salutes from people = when she drove from Benton, Ark., to Camp Pendleton, Calif., in her = newly-painted, custom Hummer H3 March 2. The vehicle is adorned with the = likeness of! her son, 20-year-old Lance Cpl. John M. Holmason, and nine = other Marines with F Company, 2nd Battalion, 7th Marine Regiment, 1st = Marine Division who where all killed by the same improvised explosive = device blast in Fallujah, Iraq, in December.=20 For Karla Comfort, having the vehicle air brushed with the image of the = 10 Marines was a way to pay homage to her hero and his fellow comrades = who fell on Iraq's urban battlefield. "I wanted to let people know (Marines) are doing their jobs honorably, = and some of them die," said the 39-year-old from Portland, OR "I don't = want people to forget the sacrifices that my son and the other Marines = made."=20 Leading up to her son's death, Karla Comfort had received several = letters from him prior to his return. He had been deployed for five = months, and Comfort "worried everyday he was gone until she got the = letters and found out the date he was coming home," she said.=20 Marines knocked on the front door of her home in Farmington, Mich., at 3 = am with the dreadful news. "I let my guard down when I found out he was coming home," she said. = "There are times that I still cannot believe it happened. It's very hard = to deal with."=20 =20 Karla Comfort came up with the idea for the rolling memorial when she = and her two other sons attended John's funeral in Portland, Ore.=20 "I saw a Vietnam (War) memorial on a car, and I said to my son Josh, 'we = should do something like that for John,' she recalled. "He loved = Hummers."=20 =20 She purchased the vehicle in January and immediately took it to = AirbrushGuy & Co. in Benton, Ark., where artist Robert Powell went to = work on changing the plain, black vehicle into a decorative, mobile, art = piece.=20 =20 "I only had the vehicle for two days before we took it in," she joked.=20 Two hundred and fifty man-hours later, Powell had completed the vehicle. = The custom job would have cost $25,000. Out of respect for Karla = Comfort's loss and the sacrifices the Marines made, AirbrushGuy & Co. = did it for free. Comfort only had to purchase the paint, which cost = $3,000.=20 "I love it," she said. "I'm really impressed with it, and I think John = would be happy with the vehicle. He would have a big smile on his face = because he loved Hummers."=20 Karla Comfort gave Powell basic instructions on what to include in the = paint job. But in addition to the image of her son in Dress Blues and = the faces of the nine other Marines, there were several surprises. "He = put a lot more on than I expected," she said. "I think my favorite part = is the heaven scene." On the left side of the vehicle, a detail of Marines are depicted = carrying their fallen comrades through the clouds to their final resting = place. The American flag drapes across the hood, the words, "Semper Fi" = crown the front windshield and the spare tire cover carries the same = Eagle Globe and Anchor design that her son had tattooed on his back.=20 "All the support I have been getting is wonderful," she said. Karla Comfort decided to move back to her hometown of Portland, and = making the cross-country trip from Arkansas was a way for her to share = her son's story. It's also her way of coping with the loss.=20 =20 "Along the way I got nothing but positive feedback from people," she = said. "What got to me was when people would salute the guys (Marines). = It's hard to look at his picture. I still cry and try to get used to the = idea, but it's hard to grasp the idea that he's really gone."=20 -------------------------------------------------------------------------= ------- 04/06/2006 /9j/4AAQSkZJRgABAQEASABIAAD//gAMQXBwbGVNYXJrCv/bAIQABwUFBgUFBwYGBggHBwgKEQsK CQkKFA8PDBEYFRkZFxUXFxodJSAaHCMcFxchLCEjJygqKioZHy4xLSkxJSkqKAEHCAgKCQoTCwsT KBsXGygoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgoKCgo/8QB ogAAAQUBAQEBAQEAAAAAAAAAAAECAwQFBgcICQoLAQADAQEBAQEBAQEBAAAAAAAAAQIDBAUGBwgJ CgsQAAIBAwMCBAMFBQQEAAABfQECAwAEEQUSITFBBhNRYQcicRQygZGhCCNCscEVUtHwJDNicoIJ ChYXGBkaJSYnKCkqNDU2Nzg5OkNERUZHSElKU1RVVldYWVpjZGVmZ2hpanN0dXZ3eHl6g4SFhoeI iYqSk5SVlpeYmZqio6Slpqeoqaqys7S1tre4ubrCw8TFxsfIycrS09TV1tfY2drh4uPk5ebn6Onq 8fLz9PX29/j5+hEAAgECBAQDBAcFBAQAAQJ3AAECAxEEBSExBhJBUQdhcRMiMoEIFEKRobHBCSMz UvAVYnLRChYkNOEl8RcYGRomJygpKjU2Nzg5OkNERUZHSElKU1RVVldYWVpjZGVmZ2hpanN0dXZ3 eHl6goOEhYaHiImKkpOUlZaXmJmaoqOkpaanqKmqsrO0tba3uLm6wsPExcbHyMnK0tPU1dbX2Nna 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April 02, 2006 - April 27, 2006

Commander-Archive.digest.vol-bz