---------------------------------------------------------- Commander-List Digest Archive --- Total Messages Posted Tue 01/10/06: 8 ---------------------------------------------------------- Today's Message Index: ---------------------- 1. 07:35 AM - Re: All New BBS Interface For Matronics List Forums! (Donnie Rose) 2. 10:54 AM - Re: Commander 680 FLP Fuel Cap (Milt) 3. 11:12 AM - Re: Geared engined Commanders (Milt) 4. 11:38 AM - Re: Commander decent (Milt) 5. 11:42 AM - Re: All New BBS Interface For Matronics List Forums! (Milt) 6. 01:56 PM - Re: Re: Commander decent (skyhawkC-172@comcast.net) 7. 02:27 PM - What is this??? (N395V) 8. 08:49 PM - Re: Re: Commander 680 FLP Fuel Cap (YOURTCFG@aol.com) ________________________________ Message 1 _____________________________________ Time: 07:35:46 AM PST US From: Donnie Rose Subject: Re: Commander-List: All New BBS Interface For Matronics List Forums! --> Commander-List message posted by: Donnie Rose My name is Donnie Rose and am the proud new owner of 69PT. Greetings everyone! --- Matt Dralle wrote: > --> Commander-List message posted by: Matt Dralle > > > > > Dear Listers, > > I'm very proud to announce a completely new BBS > interface is now available for all of the Email > Lists at Matronics! This is a full-featured system > that allows for viewing, posting, attachments, polls > - the works. > > But the best part is that it is *completely* > integrated with all of the existing email tools > currently available at Matronics! What this means > at the most basic level is that, if you post a > message to List from Email in the traditional way, > it will show up on the BBS system *and* get > distributed to everyone currently subscribed to the > Email List. By the same token, if you are on the > BBS and post a message to a given List-Forum, the > message will not only show up on the BBS, but also > be distributed to everyone on the Email List!! > > It is really a very nice implementation and I am > very pleased with its operation. All of the tools > you have come to know and love such as the List > Search Engine and List Browse and Download will > still be available and contain all of the latest > posts. Think of the new BBS interface as just > another method of accessing the all of the Lists. > > You can use the BBS to view all of the latest posts > without having to do anything except use your > browser to surf over to the site. You can view and > look at all of the various List's posts. If you > want to post a new message or reply to an existing > message from the BBS, you will have to Register on > the BBS. This is a *very* simple process and will > only take a couple of minutes. There is a small > icon in the upper righthand side of the main BBS > page labeled "Register" to get you started. > > I strongly recommend that you use the exact *same* > email address you are subscribed to the Email Lists > with when registering on the BBS. Also, while not > an absolute requirement, I would really appreciate > it if people would use their full name when choosing > their Username on the BBS (for example "Matt > Dralle"). This just makes it easier for everyone to > know who's posting. Also, I have enabled the > ability to upload a small user picture with your > profile called an "avatar". Please use a *real* > picture of yourself *with* your cloths on! Thank > you! Maximum size of the bitmap is 120x120. > > You can either be subscribed to the BBS, or any > number of Email Lists, or both. Registering on the > BBS will allow you to email directly to all of the > various Lists. However, to receive direct List > Email, you will need to be *subscribed* to the > various Lists as you have in the past. No changes > here in operation. I have added numerous links on > the BBS pointing to the Email List subscription > page. > > I've had the BBS connected to the Lists for about a > week now, so its already loaded up with a fair > number of messages. You can post photos and other > documents directly to the BBS and links to them will > appear in the List Email distributions. Also, when > any messages posted to the BBS are viewed in the > List Email distribution, there will be a URL link at > the bottom of the message pointing back to the BBS. > > And here's what you've been waiting for -- the main > URL for the new Matronics Email List BBS is: > > http://forums.matronics.com > > Please surf on over, Register, and have a great > time! I think this will be the dawn of a whole new > era for the Lists at Matronics! > > Best regards, > > Matt Dralle > > > > > > > > > Matt G Dralle | Matronics | PO Box 347 | Livermore | > CA | 94551 > 925-606-1001 V | 925-606-6281 F | > dralle@matronics.com Email > http://www.matronics.com/ WWW | Featuring Products > For Aircraft > > > > > > > > browse > Subscriptions page, > FAQ, > http://www.matronics.com/Navigator?Commander-List > > Admin. > > > > > > > > > > Donnie Rose 205/492-8444 ________________________________ Message 2 _____________________________________ Time: 10:54:04 AM PST US Subject: Commander-List: Re: Commander 680 FLP Fuel Cap From: "Milt" --> Commander-List message posted by: "Milt" Try Byerly Aviation I just sold 2 of them to Byerly on E bay. They got a great deal maybe they will pass it on to you. [Idea] -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=2553#2553 ________________________________ Message 3 _____________________________________ Time: 11:12:12 AM PST US Subject: Commander-List: Re: Geared engined Commanders From: "Milt" --> Commander-List message posted by: "Milt" > Geared, Supercharged & Fuel Injected: > 680F; 680F(P); 680FL; 680FLP; 685. Barry not to be a nitpicker but the 520Ks are turbocharged not supercharged and they are also intercooled. :) To expand upon Wing Commander Gordon's comment about the 520Ks consuming 3 jugs a year I think a more accurate measure would be 3 cylinders per engine for every 700-900 hrs flown. These beasts are putting out 435HP each on only 520CID (.84HP/CI) Thats a lot to ask from an aircooled engine running overboost especially when 870HP total is really inadequate for that particular airframe. With graphic engine analyzers and judicious lean of peak ops you can extend the life a little and only consume 2 jugs each 900 hrs+-. This costs a bit at the top end in performance and saves about 3GPH per side. -------- Milt N395V F1 Rocket Read this topic online here: http://forums.matronics.com/viewtopic.php?p=2562#2562 Attachments: http://forums.matronics.com//files/airborne4_842.jpg ________________________________ Message 4 _____________________________________ Time: 11:38:04 AM PST US Subject: Commander-List: Re: Commander decent From: "Milt" --> Commander-List message posted by: "Milt" I would frequently slip the 685 in any flap configuration. ATC always treated me like a turbine and gave rapid descents from the Flight levels leaving me to scurry to get down to initial approach altitudes and speeds. At all flap and gear configurations I had good control and good rudder authority. Even went high once and pulled back into a flaps down stall while slipping. The plane recovered itself. Nothing squirrly. Both airspeed indicators (pitots R & L) always registered the same no matter the direction of slip. I tried to avoid slips on final approach as I have absolutely no idea how it would behave if you lost an engine so close to VMC and dirty. Never had the balls to pull an engine while slow and doing a slip. Did this once in a 310 and ended up on my back with a helluva sink rate. The thought of 9000 pounds on it's back and slow was just more than I could stomach. During rapid descents I would also pull the props back to 1500-1600 RPM and keep MP up to whatever was needed to keep the engine loading the prop. Many "geared engine gurus" advised against this but questioning them usually revealed that their experience in geared engines was obtained flying coffee mugs in hangars with other coffee mug experts. I am also not a believer in shock cooling and never experienced it on the engine monitors when pulling power at altitude. Especially when running LOP. I saw much more rapid cooling in cruise when plowing through heavy rain than with rapid or prolonged power reductions. -------- Milt N395V F1 Rocket Driver Read this topic online here: http://forums.matronics.com/viewtopic.php?p=2578#2578 ________________________________ Message 5 _____________________________________ Time: 11:42:00 AM PST US Subject: Commander-List: Re: All New BBS Interface For Matronics List Forums! From: "Milt" --> Commander-List message posted by: "Milt" Boy I love this format. Now I can easily be an expert on all the lists for all the planes I fly/have flown. One stop shopping. -------- Milt N395V F1 Rocket Driver Read this topic online here: http://forums.matronics.com/viewtopic.php?p=2584#2584 ________________________________ Message 6 _____________________________________ Time: 01:56:35 PM PST US From: skyhawkC-172@comcast.net Subject: Re: Commander-List: Re: Commander decent --> Commander-List message posted by: skyhawkC-172@comcast.net "Top Secret" at twincommanderflyer.com This is Classified information and must not be mentioned in any way shape or form to anyone. -------------- Original message -------------- From: "Milt" > --> Commander-List message posted by: "Milt" > > I would frequently slip the 685 in any flap configuration. ATC always treated me > like a turbine and gave rapid descents from the Flight levels leaving me to > scurry to get down to initial approach altitudes and speeds. > > At all flap and gear configurations I had good control and good rudder > authority. > > Even went high once and pulled back into a flaps down stall while slipping. The > plane recovered itself. Nothing squirrly. > > Both airspeed indicators (pitots R & L) always registered the same no matter the > direction of slip. I tried to avoid slips on final approach as I have > absolutely no idea how it would behave if you lost an engine so close to VMC and > dirty. Never had the balls to pull an engine while slow and doing a slip. Did > this once in a 310 and ended up on my back with a helluva sink rate. The thought > of 9000 pounds on it's back and slow was just more than I could stomach. > > During rapid descents I would also pull the props back to 1500-1600 RPM and keep > MP up to whatever was needed to keep the engine loading the prop. > > Many "geared engine gurus" advised against this but questioning them usually > revealed that their experience in geared engines was obtained flying coffee mugs > in hangars with other coffee mug experts. > > I am also not a believer in shock cooling and never experienced it on the engine > monitors when pulling power at altitude. Especially when running LOP. I saw much > more rapid cooling in cruise when plowing through heavy rain than with rapid or > prolonged power reductions. > > -------- > Milt > N395V > F1 Rocket Driver > > > > > Read this topic online here: > > http://forums.matronics.com/viewtopic.php?p=2578#2578 > > > > > > > > > > > > > > > > > "Top Secret" at twincommanderflyer.com This isClassified information and must not be mentioned in any way shape or form to anyone. -------------- Original message -------------- From: "Milt" N395V@direcway.com -- Commander-List message posted by: "Milt" I would frequently slip the 685 in any flap configuration. ATC always treated me like a turbine and gave rapid descents from the Flight levels leaving me to scurry to get down to initial approach altitudes and speeds. At all flap and gear configurations I had good control and good rudder authority. Even went high once and pulled back into a flaps down stall while slipping. The plane recovered itself. Nothing squirrly. Both airspeed indicators (pitots R L) always registered the same no matter the direction of slip. I tried to avoid slips on final approach as I have absolutely no idea how it w ould behave if you lost an engine so close to VMC and dirty. Never had the balls to pull an engine while slow and doing a slip. Did this once in a 310 and ended up on my back with a helluva sink rate. The thought of 9000 pounds on it's back and slow was just more than I could stomach. During rapid descents I would also pull the props back to 1500-1600 RPM and keep MP up to whatever was needed to keep the engine loading the prop. Many "geared engine gurus" advised against this but questioning them usually revealed that their experience in geared engines was obtained flying coffee mugs in hangars with other coffee mug experts. I am also not a believer in shock cooling and never experienced it on the engine monitors when pulling power at altitude. Especially when running LOP. I saw much more rapid cooling in cruise when plowing through heavy rain than wi th rapid or prolonged power reductions. -------- Milt N395V F1 Rocket Driver Read this topic online here: http://forums.matronics.com/viewtopic.php?p=2578#2578 Matt Dralle, List Admin. ________________________________ Message 7 _____________________________________ Time: 02:27:40 PM PST US Subject: Commander-List: What is this??? From: "N395V" --> Commander-List message posted by: "N395V" -------- Milt N395V F1 Rocket Driver Read this topic online here: http://forums.matronics.com/viewtopic.php?p=2641#2641 ________________________________ Message 8 _____________________________________ Time: 08:49:27 PM PST US From: YOURTCFG@aol.com Subject: Re: Commander-List: Re: Commander 680 FLP Fuel Cap --> Commander-List message posted by: YOURTCFG@aol.com In a message dated 1/10/2006 10:54:54 A.M. Pacific Standard Time, N395V@direcway.com writes: Milt Milt, great to hear from you!! How is life?? jb