Today's Message Index:
----------------------
1. 11:31 AM - #285 (Chris Wall)
2. 11:50 AM - Re: #285 (YOURTCFG@aol.com)
3. 11:53 AM - Re: #285 (YOURTCFG@aol.com)
4. 11:56 AM - Re: #285 (Tylor Hall)
5. 11:56 AM - Re: #285 (John Vormbaum)
6. 02:57 PM - Re: 680E props (RnJThompson@aol.com)
7. 04:24 PM - Re: #285 (Nico van Niekerk)
8. 05:17 PM - Re: operating Costs (Andrew & Bridget Watson)
Message 1
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--> Commander-List message posted by: "Chris Wall" <cwall@worldflight2000.com>
On April 13, AeroCommander 560A serial #285 N10RT took to the skies for the first
time in over 4 years. Over the last ten months I have redone just about everything
on the airplane including replacing every hose and o-ring in the airplane,
new fuel cells, oil bladders, new hard lines in the wheel wells, removed
all the landing gear stripped painted and resealed, new flap pulleys, new battery,
new bearings in the control surfaces, added oil filters, clevelands and
brakett airfilters. The engines are mid time and running well, the paint is decent,
the interior is decent and the panel is quite old.
Sunday evening just before sunset I rolled her out on the runway 15 at west houston
airport(IWS). Having redone the entire flap system, I elected to do a flaps
up takeoff. I wanted to test the flaps out when I had a little altitude and
airspeed, and avoid any chance of having a failure leading asymetrical flaps,
low and slow. With 4000' feet of runaway in front of me I slowly brought the
throtels up to the stops. The trusty clevelands were just barly holding the
550 hp at bay, with everything in the green I had run out of good excuses not
to fly the plane, and I reluctantly released the brakes. She eagerly raced down
the runway and obviously more excited to leave the ground than I was. Granted
she had been doing this for much longer than I have. With the ground pulling
away and out of usable runway, I lifted the gear handle, left wheel up right
wheel up.... the nose gear was still showing barber poles. Maybe just a loose
wire. I head around the pattern and in for a low pass where I get a confirmation
that the front doors are hanging down. As I turn downwind I drop the
gear and holding my breath wait to see three green. It was my lucky day. I made
another pass to confirm that the nose gear appears to be down and everything
intact. With a little luck the landing is one of my better ones and I held
the nose gear off and gently flew it onto the ground confirming it was there.
A few beers later and after a night of rest, I jack the plane and swing the gear
to find out that I had put the top bolt on the nosewheel scissor in the wrong
way and the threaded end interfered with the retract arm. The usualy result
from this mistake is the bolt getting caught and the gear not coming down, but
lucky in my case the bolt stuck out just far enough to prevent his from happening.
The most perplexing part to me is that I had swung the gear about 2 weeks
before as part of the annual inspection and everything worked just fine.
I have no recollection of having touched that bolt after that, but I guess that
I must have.
After turning the bolt around and swinging the gear. I loaded the plane up with
my tools spare parts and a duffel bag of clothes. Topped her off with fuel,
checked the oil, put my trusty girlfriend, a CFII, in the right seat and took
off to deliver the plane to California. We hoped to get to El Paso non stop,
but the winds were fighting us pretty good and we decided to land in Monahan.
The middle of no where west texas. Kermit, the airport manager, airport flight
instructor, and mechanic all rolled into one had druel running down his face
as we pulled up to the pump. As i got out of the plane he drags me over to
the hanger to show me something He opens the door to revel a 560A-HC which was
the first one to have the rayjay turbos installed on it . The serial number
was 372 or maybe 382. It was sitting at boeing field for 14 years before kermit
bought it and ferried down to Monahan. It is now in the middle a extensive
refurb. After trading a few stories we headed off to El Paso. Our destionation
was Santa Teresa, NM 5T6 just outside of El Paso. With thunderstomrs scattered
across the area we picked our way through the storms and headed north through
anthony gap and a gradual decent into 5T6. The plane is running great,
the prop governors could use a little work, the props won't stay in sync. Amazingly
there are no oil, fuel or hydraulic leaks, and after five hours the engine
cowlings are still spotless. knock on wood.
Waiting in El Paso for the weather to pass,
Chris
Message 2
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--> Commander-List message posted by: YOURTCFG@aol.com
In a message dated 4/15/2003 11:32:49 AM Pacific Standard Time,
cwall@worldflight2000.com writes:
> Waiting in El Paso for the weather to pass,
> Chris
gREAT STORY!! i KNOW THAT 560a(hc) i HACE CRAWLED ALL VER IT. hARRYmARRITT
SAID HE WAS GING TO BUY IT, BUT OBVIOSLY NEVER DID. i HOPE YOU TOLD HIM TO
JOIN THE LIST!! FLY SAFE. JB ps tHERE ARE A COUPLE OF ABAMDONDED LOOKING
t BONES PARKED BY A 707. iF YOU HAVE TIME, TAKE A LOOK AND SEE IF THEY HAVE
THE 340HP ENGINES AND BIG PROPELLERS. tHANKS. JB
Message 3
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--> Commander-List message posted by: YOURTCFG@aol.com
Oops, I hit the wrong button. jb
Message 4
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--> Commander-List message posted by: "Tylor Hall" <tylor@winddancer.aero>
Chris,
Great story. Glad to here another Commander has been brought back to life.
How do I get detailed photos of the Rajay's? There are several 560 owners
that want it. It is one thing to see a drawing and another to get some
photos of it.
Regards,
Tylor Hall
Wind Dancer Aviation Services, Inc.
2V1, Pagosa Springs, CO
www.winddancer.aero
970-731-2127
He opens the door to revel a 560A-HC which was the first one to have the
rayjay turbos installed on it . The serial number was 372 or maybe 382
Waiting in El Paso for the weather to pass,
Chris
Message 5
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--> Commander-List message posted by: "John Vormbaum" <john@vormbaum.com>
Chris,
That's a GREAT story! All that work, and the awesome reward at the end. I
know Morris would be proud! In fact, I think I'll fax this to him :-).
/John
----- Original Message -----
From: "Chris Wall" <cwall@worldflight2000.com>
Subject: Commander-List: #285
> --> Commander-List message posted by: "Chris Wall"
<cwall@worldflight2000.com>
>
> On April 13, AeroCommander 560A serial #285 N10RT took to the skies for
the first time in over 4 years. Over the last ten months I have redone just
about everything on the airplane including replacing every hose and o-ring
in the airplane, new fuel cells, oil bladders, new hard lines in the wheel
wells, removed all the landing gear stripped painted and resealed, new flap
pulleys, new battery, new bearings in the control surfaces, added oil
filters, clevelands and brakett airfilters. The engines are mid time and
running well, the paint is decent, the interior is decent and the panel is
quite old.
>
> Sunday evening just before sunset I rolled her out on the runway 15 at
west houston airport(IWS). Having redone the entire flap system, I elected
to do a flaps up takeoff. I wanted to test the flaps out when I had a
little altitude and airspeed, and avoid any chance of having a failure
leading asymetrical flaps, low and slow. With 4000' feet of runaway in front
of me I slowly brought the throtels up to the stops. The trusty clevelands
were just barly holding the 550 hp at bay, with everything in the green I
had run out of good excuses not to fly the plane, and I reluctantly released
the brakes. She eagerly raced down the runway and obviously more excited to
leave the ground than I was. Granted she had been doing this for much
longer than I have. With the ground pulling away and out of usable runway,
I lifted the gear handle, left wheel up right wheel up.... the nose gear was
still showing barber poles. Maybe just a loose wire. I head around the
pattern and in for a lo!
> w pass where I get a confirmation that the front doors are hanging down.
As I turn downwind I drop the gear and holding my breath wait to see three
green. It was my lucky day. I made another pass to confirm that the nose
gear appears to be down and everything intact. With a little luck the
landing is one of my better ones and I held the nose gear off and gently
flew it onto the ground confirming it was there.
>
> A few beers later and after a night of rest, I jack the plane and swing
the gear to find out that I had put the top bolt on the nosewheel scissor in
the wrong way and the threaded end interfered with the retract arm. The
usualy result from this mistake is the bolt getting caught and the gear not
coming down, but lucky in my case the bolt stuck out just far enough to
prevent his from happening. The most perplexing part to me is that I had
swung the gear about 2 weeks before as part of the annual inspection and
everything worked just fine. I have no recollection of having touched that
bolt after that, but I guess that I must have.
>
> After turning the bolt around and swinging the gear. I loaded the plane
up with my tools spare parts and a duffel bag of clothes. Topped her off
with fuel, checked the oil, put my trusty girlfriend, a CFII, in the right
seat and took off to deliver the plane to California. We hoped to get to El
Paso non stop, but the winds were fighting us pretty good and we decided to
land in Monahan. The middle of no where west texas. Kermit, the airport
manager, airport flight instructor, and mechanic all rolled into one had
druel running down his face as we pulled up to the pump. As i got out of
the plane he drags me over to the hanger to show me something He opens the
door to revel a 560A-HC which was the first one to have the rayjay turbos
installed on it . The serial number was 372 or maybe 382. It was sitting
at boeing field for 14 years before kermit bought it and ferried down to
Monahan. It is now in the middle a extensive refurb. After trading a few
stories we headed off!
> to El Paso. Our destionation was Santa Teresa, NM 5T6 just outside of El
Paso. With thunderstomrs scattered across the area we picked our way
through the storms and headed north through anthony gap and a gradual decent
into 5T6. The plane is running great, the prop governors could use a
little work, the props won't stay in sync. Amazingly there are no oil, fuel
or hydraulic leaks, and after five hours the engine cowlings are still
spotless. knock on wood.
>
> Waiting in El Paso for the weather to pass,
> Chris
>
>
Message 6
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--> Commander-List message posted by: RnJThompson@aol.com
Hi all,
Well done Chris.
Am in dire need of some prop parts or complete prop for 680E. What I am
mainly after is a hub (with large flanges) A3X might be the number. also one
blade as All the other components are overhauled and ready to go. Once we
have one on we can fire the old girl up . First run since 1993.
All new hoses
All hydraulic components O/H
All fuel components O/H
Gear O/H
Prop O/H
All cylinders O/H
All engine accs (pumps,gov, start, gen, etc) O/H
All instruments O/H
The battery set up in this a/c has a box that outwardly resembles the big
square battery that all the others seem to have . It looks like a factory fit
? Will post aphoto of it.
Have a great day ,
regards ,
Richard
Message 7
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--> Commander-List message posted by: "Nico van Niekerk" <nico@cybersuperstore.com>
Great story, great flight. Congratulations!
Nico
----- Original Message -----
From: "Chris Wall" <cwall@worldflight2000.com>
Subject: Commander-List: #285
> --> Commander-List message posted by: "Chris Wall"
<cwall@worldflight2000.com>
>
> On April 13, AeroCommander 560A serial #285 N10RT took to the skies for
the first time in over 4 years. Over the last ten months I have redone just
about everything on the airplane including replacing every hose and o-ring
in the airplane, new fuel cells, oil bladders, new hard lines in the wheel
wells, removed all the landing gear stripped painted and resealed, new flap
pulleys, new battery, new bearings in the control surfaces, added oil
filters, clevelands and brakett airfilters. The engines are mid time and
running well, the paint is decent, the interior is decent and the panel is
quite old.
>
> Sunday evening just before sunset I rolled her out on the runway 15 at
west houston airport(IWS). Having redone the entire flap system, I elected
to do a flaps up takeoff. I wanted to test the flaps out when I had a
little altitude and airspeed, and avoid any chance of having a failure
leading asymetrical flaps, low and slow. With 4000' feet of runaway in front
of me I slowly brought the throtels up to the stops. The trusty clevelands
were just barly holding the 550 hp at bay, with everything in the green I
had run out of good excuses not to fly the plane, and I reluctantly released
the brakes. She eagerly raced down the runway and obviously more excited to
leave the ground than I was. Granted she had been doing this for much
longer than I have. With the ground pulling away and out of usable runway,
I lifted the gear handle, left wheel up right wheel up.... the nose gear was
still showing barber poles. Maybe just a loose wire. I head around the
pattern and in for a lo!
> w pass where I get a confirmation that the front doors are hanging down.
As I turn downwind I drop the gear and holding my breath wait to see three
green. It was my lucky day. I made another pass to confirm that the nose
gear appears to be down and everything intact. With a little luck the
landing is one of my better ones and I held the nose gear off and gently
flew it onto the ground confirming it was there.
>
> A few beers later and after a night of rest, I jack the plane and swing
the gear to find out that I had put the top bolt on the nosewheel scissor in
the wrong way and the threaded end interfered with the retract arm. The
usualy result from this mistake is the bolt getting caught and the gear not
coming down, but lucky in my case the bolt stuck out just far enough to
prevent his from happening. The most perplexing part to me is that I had
swung the gear about 2 weeks before as part of the annual inspection and
everything worked just fine. I have no recollection of having touched that
bolt after that, but I guess that I must have.
>
> After turning the bolt around and swinging the gear. I loaded the plane
up with my tools spare parts and a duffel bag of clothes. Topped her off
with fuel, checked the oil, put my trusty girlfriend, a CFII, in the right
seat and took off to deliver the plane to California. We hoped to get to El
Paso non stop, but the winds were fighting us pretty good and we decided to
land in Monahan. The middle of no where west texas. Kermit, the airport
manager, airport flight instructor, and mechanic all rolled into one had
druel running down his face as we pulled up to the pump. As i got out of
the plane he drags me over to the hanger to show me something He opens the
door to revel a 560A-HC which was the first one to have the rayjay turbos
installed on it . The serial number was 372 or maybe 382. It was sitting
at boeing field for 14 years before kermit bought it and ferried down to
Monahan. It is now in the middle a extensive refurb. After trading a few
stories we headed off!
> to El Paso. Our destionation was Santa Teresa, NM 5T6 just outside of El
Paso. With thunderstomrs scattered across the area we picked our way
through the storms and headed north through anthony gap and a gradual decent
into 5T6. The plane is running great, the prop governors could use a
little work, the props won't stay in sync. Amazingly there are no oil, fuel
or hydraulic leaks, and after five hours the engine cowlings are still
spotless. knock on wood.
>
> Waiting in El Paso for the weather to pass,
> Chris
>
>
Message 8
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| Subject: | Re: operating Costs |
--> Commander-List message posted by: Andrew & Bridget Watson <andrew.bridget@shaw.ca>
Pierce Aircraft Sales figure about $257 per hour for a 500B
See their website (http://www.pierceaircraft.com/500bcosts.html)
----- Original Message -----
From: "Victor Fernandez Cochon" <vfc@fernandezgonzalez.com>
Subject: Commander-List: operating Costs
> --> Commander-List message posted by: "Victor Fernandez Cochon"
<vfc@fernandezgonzalez.com>
>
> Hey gang,
> Anyone have an outline of what to consider for actual operating costs for
the 500
> I just want to have an estimate of what it'll cost me per hour and have
been working on it but don't know if I'm missing something.
> Any help appreciated,
> Thanks,
> Victor
>
>
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