Today's Message Index:
----------------------
1. 03:32 AM - Re: Introduction (Chris Schuermann)
2. 05:25 AM - Re: Introduction (N395V)
3. 08:35 AM - Re: High fuel pressure in Shrike (YOURTCFG@aol.com)
4. 09:01 AM - Re: Introduction (CloudCraft@aol.com)
5. 09:33 AM - Re: Introduction (N395V)
6. 11:57 AM - Re: Introduction (skyhawkc-172@comcast.net)
7. 12:05 PM - Re: Introduction (skyhawkc-172@comcast.net)
8. 12:17 PM - Re: Introduction (Dave)
9. 12:34 PM - Re: Introduction (John Vormbaum)
10. 12:45 PM - Grist for the Morris Mill (CloudCraft@aol.com)
11. 12:56 PM - Re: Grist for the Morris Mill (Don Girod)
12. 01:20 PM - Re: Grist for the Morris Mill (KenWHyde@aol.com)
13. 01:48 PM - Re: Grist for the Morris Mill (swperk@earthlink.net)
14. 01:51 PM - Vouch for Morris (Randy Dettmer, AIA)
15. 01:51 PM - Re: Grist for the Morris Mill (fly-it)
16. 02:23 PM - Re: Re: Introduction (Robert S. Randazzo)
17. 02:23 PM - Re: High fuel pressure in Shrike (Robert S. Randazzo)
18. 02:39 PM - Adell Clamps? (Robert S. Randazzo)
19. 06:18 PM - Re: Adell Clamps? (N395V)
20. 06:18 PM - Re: Re: Introduction (Allen Reed)
21. 06:23 PM - Re: Introduction (N395V)
22. 08:54 PM - Re: Adell Clamps? (CloudCraft@aol.com)
23. 10:27 PM - Re: Adell Clamps? (Stan)
24. 10:35 PM - Re: Introduction (STOLHorse@aol.com)
25. 10:37 PM - Re: Adell Clamps? (Dennis)
Message 1
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| Subject: | Re: Introduction |
--> Commander-List message posted by: Chris Schuermann <cschuerm@cox.net>
Robert S. Randazzo wrote:
> I don't know what the local customs are- so I thought I'd at least
> introduce myself!
Welcome Robert. Congrats on the acquisition of "Charlie" - she's a fine
bird!
If you can manage to wade through the 'noise' that has been archived
from this list, you'll likely find that almost every topic related to
Commanders has been discussed over the ages. Lots of great info there,
but feel free to give up trying to find it and just ask questions :-)
There are a couple of true guru's that hang around here and the tribal
knowledge is pretty extensive.
Sorry to hear about your engine trauma. Those K motors are pressed to
the limit and do have a history of breaking in exciting ways that result
in parts becoming located in different locations than specified by the
manufacturer. There have been some attempts to re-engine the 685, but
it doesn't appear that there are any options available at this time.
Sure would be nice if shops would quit using RTV (and my personal pet
peeve - teflon tape) on airplanes.
Sure hope you'll share info and pictures of your new panel - that's an
exciting upgrade and I'm sure you'll love the results!
I'll email you a couple of pictures of your bird off-list that I think
you'll enjoy. (list does not accept email attachments).
cheers,
Chris Schuermann
DO NOT ARCHIVE
Message 2
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| Subject: | Re: Introduction |
--> Commander-List message posted by: "N395V" <N395V@direcway.com>
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
Message 3
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| Subject: | Re: High fuel pressure in Shrike |
--> Commander-List message posted by: YOURTCFG@aol.com
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
Message 4
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| Subject: | Re: Introduction |
--> Commander-List message posted by: CloudCraft@aol.com
In a message dated 10-Apr-06 23:56:14 Pacific Daylight Time,
rsrandazzo@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.
Message 5
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| Subject: | Re: Introduction |
--> Commander-List message posted by: "N395V" <N395V@direcway.com>
> 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
Message 6
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| Subject: | Re: Introduction |
--> Commander-List message posted by: skyhawkc-172@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" <rsrandazzo@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 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.
<EM>We wish you well and are excited to here more on your beautiful bird.</EM>
Take care...
twincommanderflyer.com
This is what we found prior to our pre-buy with Morris on a Google search useing
Morris Kernicks name.
<TABLE cellSpacing=0 cellPadding=0 width="100%" summary="" background=/images/button_table_bg.gif
border=0>
<IMG alt="DOT Logo" src="http://www.oig.dot.gov/images/dot.gif">
Office of Inspector General
<IMG alt="" src="http://www.oig.dot.gov/images/button_table_bg.gif">
About
|
Contact
|
Home
|
<NOBR>
Jobs</NOBR>
|
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.
<TABLE cellSpacing=0 cellPadding=0 width="100%" summary="" background=/images/button_table_bg2.gif
border=0>
Related Information: OIG
-------------- Original message --------------
From: "Robert S. Randazzo" rsrandazzo@precisionmanuals.com
-- Commander-List message posted by: "Robert S. Randazzo"
<RSRANDAZZO@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 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
===================
Message 7
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| Subject: | Re: Introduction |
--> Commander-List message posted by: skyhawkc-172@comcast.net
One last note...Harry Merrit listed on the AreoCommander site as avtec2@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@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 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@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.
<EM>Good Luck and Happy skies...</EM>
-------------- Original message --------------
From: "Robert S. Randazzo" rsrandazzo@precisionmanuals.com
-- Commander-List message posted by: "Robert S. Randazzo"
<RSRANDAZZO@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 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
===================
Message 8
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| Subject: | Re: Introduction |
--> Commander-List message posted by: Dave <vinophile@yahoo.com>
Oh Boy, here we go again. Tighten your belts and put
your helmet on...
--- skyhawkc-172@comcast.net wrote:
> --> Commander-List message posted by:
> skyhawkc-172@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"
> <rsrandazzo@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 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 ===
Message 9
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|
| Subject: | Re: Introduction |
--> Commander-List message posted by: "John Vormbaum" <john@vormbaum.com>
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@comcast.net>
Sent: Tuesday, April 11, 2006 12:04 PM
Subject: Re: Commander-List: Introduction
> --> Commander-List message posted by: skyhawkc-172@comcast.net
>
> One last note...Harry Merrit listed on the AreoCommander site as
> avtec2@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@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 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@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.
>
> <EM>Good Luck and Happy skies...</EM>
>
>
> -------------- Original message --------------
> From: "Robert S. Randazzo" rsrandazzo@precisionmanuals.com
>
> -- Commander-List message posted by: "Robert S. Randazzo"
> <RSRANDAZZO@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 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
>
>
> ===================
>
>
>
Message 10
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| Subject: | Grist for the Morris Mill |
--> Commander-List message posted by: CloudCraft@aol.com
In a message dated 11-Apr-06 11:59:23 Pacific Daylight Time,
skyhawkc-172@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.
Message 11
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| Subject: | Re: Grist for the Morris Mill |
--> Commander-List message posted by: "Don Girod" <dongirod@bellsouth.net>
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@aol.com>
Sent: Tuesday, April 11, 2006 3:44 PM
Subject: Commander-List: Grist for the Morris Mill
> --> Commander-List message posted by: CloudCraft@aol.com
>
> In a message dated 11-Apr-06 11:59:23 Pacific Daylight Time,
> skyhawkc-172@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.
>
>
> --
>
>
Message 12
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| Subject: | Re: Grist for the Morris Mill |
--> Commander-List message posted by: KenWHyde@aol.com
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
Message 13
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| Subject: | Re: Grist for the Morris Mill |
--> Commander-List message posted by: swperk@earthlink.net
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@aol.com
>Sent: Apr 11, 2006 1:19 PM
>To: commander-list@matronics.com
>Subject: Re: Commander-List: Grist for the Morris Mill
>
>--> Commander-List message posted by: KenWHyde@aol.com
>
>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
Message 14
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| Subject: | Vouch for Morris |
--> Commander-List message posted by: "Randy Dettmer, AIA" <rcdettmer@charter.net>
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
Message 15
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| Subject: | Re: Grist for the Morris Mill |
--> Commander-List message posted by: fly-it <sr14572@yahoo.com>
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
KenWHyde@aol.com wrote: --> Commander-List message posted by: KenWHyde@aol.com
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
---------------------------------
Message 16
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| Subject: | Re: Introduction |
--> Commander-List message posted by: "Robert S. Randazzo" <rsrandazzo@precisionmanuals.com>
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@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of N395V
Sent: Tuesday, April 11, 2006 05:24
Subject: Commander-List: Re: Introduction
--> Commander-List message posted by: "N395V" <N395V@direcway.com>
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
Message 17
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| Subject: | High fuel pressure in Shrike |
--> Commander-List message posted by: "Robert S. Randazzo" <rsrandazzo@precisionmanuals.com>
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@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of
YOURTCFG@aol.com
Sent: Tuesday, April 11, 2006 08:34
Subject: Re: Commander-List: High fuel pressure in Shrike
--> Commander-List message posted by: YOURTCFG@aol.com
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
Message 18
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--> Commander-List message posted by: "Robert S. Randazzo" <rsrandazzo@precisionmanuals.com>
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@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of
CloudCraft@aol.com
Sent: Tuesday, April 11, 2006 09:01
Subject: Re: Commander-List: Introduction
--> Commander-List message posted by: CloudCraft@aol.com
In a message dated 10-Apr-06 23:56:14 Pacific Daylight Time,
rsrandazzo@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.
Message 19
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| Subject: | Re: Adell Clamps? |
--> Commander-List message posted by: "N395V" <N395V@direcway.com>
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
Message 20
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| Subject: | Re: Introduction |
--> Commander-List message posted by: "Allen Reed" <allen_reed2@hotmail.com>
you dont mean the same ones that got Chris do ya??
>From: "N395V" <N395V@direcway.com>
>To: commander-list@matronics.com
>Subject: Commander-List: Re: Introduction
>Date: Tue, 11 Apr 2006 05:24:02 -0700
>
>--> Commander-List message posted by: "N395V" <N395V@direcway.com>
>
>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
>
>
Message 21
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| Subject: | Re: Introduction |
--> Commander-List message posted by: "N395V" <N395V@direcway.com>
>
>
> 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
Message 22
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| Subject: | Re: Adell Clamps? |
--> Commander-List message posted by: CloudCraft@aol.com
In a message dated 11-Apr-06 14:40:19 Pacific Daylight Time,
rsrandazzo@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.
Message 23
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--> Commander-List message posted by: "Stan" <swperk@earthlink.net>
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@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of
CloudCraft@aol.com
Sent: Tuesday, April 11, 2006 8:54 PM
Subject: Re: Commander-List: Adell Clamps?
--> Commander-List message posted by: CloudCraft@aol.com
In a message dated 11-Apr-06 14:40:19 Pacific Daylight Time,
rsrandazzo@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.
Message 24
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| Subject: | Re: Introduction |
--> Commander-List message posted by: STOLHorse@aol.com
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
Message 25
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| Subject: | Re: Adell Clamps? |
--> Commander-List message posted by: "Dennis" <28bravo@comcast.net>
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@aol.com>
Sent: Tuesday, April 11, 2006 8:53 PM
Subject: Re: Commander-List: Adell Clamps?
> --> Commander-List message posted by: CloudCraft@aol.com
>
> In a message dated 11-Apr-06 14:40:19 Pacific Daylight Time,
> rsrandazzo@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.
>
>
>
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