Commander-List Digest Archive

Sat 02/02/08


Total Messages Posted: 7



Today's Message Index:
----------------------
 
     1. 03:21 AM - Century III Autopilot (Barry Collman)
     2. 06:39 AM - Re: Century III Autopilot (MASON CHEVAILLIER)
     3. 08:27 AM - A good job (JTAddington)
     4. 09:52 AM - BA 38--777 (Dan Farmer)
     5. 07:10 PM - Re: BA 38--777 (Tom Fisher)
     6. 07:54 PM - Re: FW: Gastwick B-777 Info (W J R HAMILTON)
     7. 08:51 PM - Re: FW: Gastwick B-777 Info (Tylor Hall)
 
 
 


Message 1


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    Time: 03:21:10 AM PST US
    From: "Barry Collman" <barry.collman@air-britain.co.uk>
    Subject: Century III Autopilot
    Hello All, Jonathan Palmer, the head of Mustique Airways, operates some Models 500B, 500U & 500S in St Vincent & The Grenadines. He is trying to "revive" a Century III Autopilot on the 500U. He is looking for a Servo, P/N 1C469-1-221. Can anyone on the list point him towards a good source? Any help will, of course, be very much appreciated. Barry Collman UK CommanderLand Rep. High Wycombe, England "Live life on the edge - if you don't take up too much space"


    Message 2


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    Time: 06:39:35 AM PST US
    From: "MASON CHEVAILLIER" <Kamala@MSN.COM>
    Subject: Re: Century III Autopilot
    bc, I will be glad to help century flight systems is in mineral wells, about 40 miles from fort worth. I will contact them on monday and see if they can come up with the part or rebuild the old one. have mr palmer fwd email or phone nmbr and I will take care of it directly. gmc ----- Original Message ----- From: Barry Collman<mailto:barry.collman@air-britain.co.uk> To: commander-list@matronics.com<mailto:commander-list@matronics.com> Sent: Saturday, February 02, 2008 5:20 AM Subject: Commander-List: Century III Autopilot Hello All, Jonathan Palmer, the head of Mustique Airways, operates some Models 500B, 500U & 500S in St Vincent & The Grenadines. He is trying to "revive" a Century III Autopilot on the 500U. He is looking for a Servo, P/N 1C469-1-221. Can anyone on the list point him towards a good source? Any help will, of course, be very much appreciated. Barry Collman UK CommanderLand Rep. High Wycombe, England "Live life on the edge - if you don't take up too much space" http://www.matronics.com/Navigator?Commander-List<http://www.matronics.co m/Navigator?Commander-List> http://www.matronics.com/contribution<http://www.matronics.com/contributi on>


    Message 3


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    Time: 08:27:07 AM PST US
    From: "JTAddington" <jtaddington@verizon.net>
    Subject: A good job
    I got this from our company net and thought some one might be interested. I would love to do it but don't think I can with the responsibilities I have here. You do have to be IFR rated and can fly single pilot IFR. Jim Addington N444BD Subject: Flying Jobs Supporting The US Forest Service From: Herb & Gail Entrekin <hentrekin1@alltel.net> Dave, I received this information from a friend of mine, John Tinnin, about flying in support of the US Forest Service when they are fighting forest fires. If you would, please pass it along should anyone be interested. Also feel free to contact me if there any questions. I am not going to fly for this company, but someone might like to know about this opportunity. He really needs some pilots. (It is in a tif format and I could not modify it.) Herb Entrekin PDX, MD-11 Retired User-Agent: Microsoft-Entourage/11.3.6.070618 Subject: Pilot Job Opportunities From: Herb Entrekin <hentrekin1@alltel.net> Dave, I tried earlier to send this information as an attachment, but it did not open very well. I am resending it should anyone in your network be interested. Thanks and thank you for your work on our behalf. Also the attachment had an incorrect telephone number that is corrected in text below. Herb Entrekin >From John Tinnin, Senior Captain Houston Air. Here is a general description of the =B3Air Attack=B2 job that my company does for the U. S. Forest Service. We are a contractor for providing the platform (aircraft) to provide aerial supervision of a forest fire. This platform consists of an aerial firefighting expert called ATGS or air tactical supervisor. He is responsible for the =B3air attack=B2 of the fire. This means the employment of Heavy Bombers, Light Bombers, Helicopters, or Smoke Jumpers. The pilot is responsible for placing him in a position above the fire (200=B9AGL) that will facilitate coordinating with the IC (incident commander) on the ground. The pilot when experienced enough will also help with communication that will involve two FM radios and two VHF radios. We usually start work in the West in June. We have started as early as December with fires two years ago in Oklahoma and Texas. Last year we started in March in the Okeefenokee Swamp in South Georgia. The western season goes from May to October. Pilot pay is $30 per hour standby and an additional $30 per hour for flight time. You are paid the applicable per diem for your location. The minimum for the U.S. is $110 per day. Places in tourist areas like Denver and Charleston are as high as $170 per day. You will live on this per diem. Normal duty day is daylight hours or 10 to 14 duty hours. When on a mission you may work 12 days on with no more than 8 flight hours per day. Then you are required to take two days off. Normally you can expect to make $10,000 a month. Our flying is done to Forest Service standards which is about like part 91. However, we are required to train at part 135 standards which require a check ride with a company check airman every six months. We are currently operating 5 Aero Commanders and 5 Barons. A successful candidate would be expected to work enough during the season to pay for his or her training. However, you may coordinate your duty days with the chief pilot. You may live anywhere in the U.S. The company pays for travel to and from the job site. If interested, please call me, John Tinnin, at 706-636-5472.


    Message 4


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    Time: 09:52:27 AM PST US
    From: Dan Farmer <daniellfarmer@yahoo.com>
    Subject: BA 38--777
    Hi All, I am pleased to say that my senario of events based on systems knowledge has been born out. I am currently in recurrent trainging which comes around every 9 months and what I hear is the same as being posted on this site. I did make at least one mistake. I said that battery power would power capt inst for 30 minutes. That goes back to 727 and is not correct for 777. Bat power will only last for 5 minutes due to high load but all those items will be picked up by ram air turbine (RAT) when it deploys and comes up to speed--about 40 seconds. The APU will come up in about a minute and power all electrics (less gallies) and full compliment of hydraulics at reduced rate. You must have electric and hydraulics to fly a 777. As to fuel temp. Jet A starts to form ice crystals at about -40C (-40C & -40F are equal) so Boeing says at -37C to take corrective action. The 777 does not have ability to heat fuel or aleast Rolls engines do not. So the options are to seek a warmer altitude or higher speed to increase skin temp. I have about 2500 hours on 777 and have never see it a problem personally but know that it can be, especially on the polar routes which I think BA was on. Clear as mud dan ---------------------------------


    Message 5


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    Time: 07:10:41 PM PST US
    From: "Tom Fisher" <tfisher@commandergroup.bc.ca>
    Subject: Re: BA 38--777
    When I flew helicopters in the high North (North of the magnetic North Pole) we added an anti-ice liquid called Prist (brand name) this allowed flight to -45 degrees C which was the limit for the Bell 212 rotor blades. Tom C-GISS ----- Original Message ----- From: Dan Farmer To: commander-list-digest@matronics.com Sent: Saturday, February 02, 2008 9:49 AM Subject: Commander-List: BA 38--777 Hi All, I am pleased to say that my senario of events based on systems knowledge has been born out. I am currently in recurrent trainging which comes around every 9 months and what I hear is the same as being posted on this site. I did make at least one mistake. I said that battery power would power capt inst for 30 minutes. That goes back to 727 and is not correct for 777. Bat power will only last for 5 minutes due to high load but all those items will be picked up by ram air turbine (RAT) when it deploys and comes up to speed--about 40 seconds. The APU will come up in about a minute and power all electrics (less gallies) and full compliment of hydraulics at reduced rate. You must have electric and hydraulics to fly a 777. As to fuel temp. Jet A starts to form ice crystals at about -40C (-40C & -40F are equal) so Boeing says at -37C to take corrective action. The 777 does not have ability to heat fuel or aleast Rolls engines do not. So the options are to seek a warmer altitude or higher speed to increase skin temp. I have about 2500 hours on 777 and have never see it a problem personally but know that it can be, especially on the polar routes which I think BA was on. Clear as mud dan


    Message 6


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    Time: 07:54:13 PM PST US
    From: W J R HAMILTON <wjrhamilton@optusnet.com.au>
    Subject: Re: FW: Gastwick B-777 Info
    For the Avgas Burners. In brief, there are two common civil jet fuels, Jet A and Jet A-1, with different freeze temperatures ( and a host of Mil. fuels, from JP-4 (aka Jet B) though -5,-6.-7 -8) The significance of -37C is that it is a 3 degree pad on the freeze temperature of Jet A, so that is where the warning is set on most modern aircraft. At high Mach numbers, there is quite a temperature ram rise, the difference between OAT/SAT and "Total Air temperature" TAT. Very roughly TAT is OAT plus ram rise. If the fuel gets cold enough, you either have to increase Mach No. (ram rise) or find a warner air mass, generally but not always by descending, depending where the tropopause height happens to be, depending on latitude, season and the particular weather pattern on the day. The coldest air masses I have consistently found are over Russia/CIS states in winter, even colder than the certification envelope of Boeing aircraft, and significantly colder than any air masses over US/Canada, and colder than the ICAO standard atmosphere/textbooks suggest will be found. Such very cold temperatures bring with them a whole host of possibilities, not limited to the fuel going solid. Cheers, Bill Hamilton ( QANTAS Retired) ---------- At 00:18 2/02/2008, you wrote: >Put into terms a piston driver could understand, you kerosene >burners monitor enroute fuel temps as a flight parameter? -37c seems >like it must be quite common? > >Higher Mach number because of lower altitude? >----- Original Message ----- >From: <mailto:wjrhamilton@optusnet.com.au>W J R HAMILTON >To: <mailto:commander-list@matronics.com>commander-list@matronics.com >Sent: Friday, February 01, 2008 2:19 AM >Subject: Re: Commander-List: FW: Gastwick B-777 Info > >Folks, >Anybody interested can download the progressive reports from the UK >at >http://www.aaib.dft.gov.uk/latest_news/accident_to_boeing_777_236__g_ymmm__at_heathrow_airport_on_17_january_2008___initial_report_update.cfm >As a matter of interest, the air masses over Russia/CIS/Eastern >Europe were particularly cold that morning, aircraft were having to >come as low as FL250, and maintain higher than LRC Mach No. to >maintain fuel temps. warmer then -37C. >Cheers, >Bill Hamilton > > >---------- > > >At 14:13 1/02/2008, you wrote: >>I got this from a friend and thought you would like it. >>Jim >> >> >>Subject: Gastwick B-777 Info >> >>I recently received this from a Retied DL Colleague. I do not know >>the identity of the author. I have done some small bit of editing >>for my non pilot friends. >>Ken >> >> >>Heard from a friend regarding the U.K. 777 crash. As I recall this >>aircraft had Trent engines built by Rolls Royce. >>****************************** >>********************************* >> >>This is part of a message forwarded to me: >> >>Had the pleasure of chatting with a member of the NTSB board last >>night at dinner. Here is what he shared. Aircraft was at 600 ft >>agl (Above Ground Level ) when the right engine (RPM) started to >>roll back to slightly above flight >>idle. >> >>The First Officer was flying and auto throttles were engaged. The >>auto throttles moved the throttles up to catch the deceleration in >>airspeed. The right engine did not respond to the movement of the >>auto throttles. The First Officer disengaged the auto throttles >>and manually moved both throttles to max power as the Captain >>joined him and they both applied emergency power. Within 8 seconds >>of the right engine rolling back to just above flight idle the left >>engine did the exact same thing. The engines never changed RPM from >>that point till ground contact. The F/O continued flying and kept >>nibbling on the stick shaker to clear a hill just prior to the >>impact point. Apparently the crew is being hailed as heroes for >>their performance. >> >>The two areas under investigation are fuel that was uplifted in >>China. Ice in the fuel is a consideration and they are running >>chemical test at this time. The other area is engine software. So >>far they can confirm that everything from the throttles to the >>ECC's worked as it should. Its the info from the ECC's to the fuel >>controller that is in question. This aircraft had just had a >>software update 2 days earlier >> >> > > >href="http://www.matronics.com/Navigator?Commander-List">http://www.matronics.com/Navigator?Commander-List > >href="http://forums.matronics.com">http://forums.matronics.com > >href="http://www.matronics.com/contribution">http://www.matronics.com/c >


    Message 7


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    Time: 08:51:14 PM PST US
    From: Tylor Hall <tylor.hall@sbcglobal.net>
    Subject: Re: FW: Gastwick B-777 Info
    I have had several experiences with Jet A and ice. The first was in 1966. I worked the summer at Meigs Field, Chicago, (now gone). A new Lear Jet had a dual engine flame out. The got a partial power back by the time they came across the field. As the tried to climb out, the flamed out a second time and put it down in Lake Michigan. It floated since it has a clam shell door. It floated two days unit it was lifted out and put on a truck to go to Midway. Lear Jet and most small Jet including turbo props Including TC, need Prist as an anti ice that keep the water in solution in the jet fuel. The other experience was in the mid 1990's during a test of some Jet A pumping one winter day. It was well below 0 the night before and the fuel and tanks was cold soaked. The Jet A fuel we used had lost of water in it. We used the fuel to flush out the new equipment and test the operation of Jet A bulk pumping equipment to fill refueler trucks. The system slowed down and stopped flowing. We shut down and started taking things apart. We removed the line strainer on Jet Single point nozzle and found the screen full of ice. It was a thin film of ice the completely stopped the 200 GPM flow. In looking at the fuel in a clear jar, we could see ice in the form of what looked like snow flakes suspended in the Jet A. The water was freezing into a solid and did not settle out. The water was so small it floated in the water. When it got cold enough, it froze. Dan, I was under the impression that most large airliners did not need Prist, because they have fuel heaters to deal with the low temperatures at altitude? We shipped some Jet A filter/separators to Antarctica. They use a special Jet fuel that is rated down to -78. Tylor Hall www.firstfueling.com On Feb 2, 2008, at 8:54 PM, W J R HAMILTON wrote: > For the Avgas Burners. > In brief, there are two common civil jet fuels, Jet A and Jet A-1, > with different freeze temperatures ( and a host of Mil. fuels, from > JP-4 (aka Jet B) though -5,-6.-7 -8) > The significance of -37C is that it is a 3 degree pad on the freeze > temperature of Jet A, so that is where the warning is set on most > modern aircraft. At high Mach numbers, there is quite a temperature > ram rise, the difference between OAT/SAT and "Total Air temperature" > TAT. Very roughly TAT is OAT plus ram rise. > If the fuel gets cold enough, you either have to increase Mach No. > (ram rise) or find a warner air mass, generally but not always by > descending, depending where the tropopause height happens to be, > depending on latitude, season and the particular weather pattern on > the day. > > The coldest air masses I have consistently found are over Russia/CIS > states in winter, even colder than the certification envelope of > Boeing aircraft, and significantly colder than any air masses over > US/Canada, and colder than the ICAO standard atmosphere/textbooks > suggest will be found. > > Such very cold temperatures bring with them a whole host of > possibilities, not limited to the fuel going solid. > > Cheers, > Bill Hamilton ( QANTAS Retired) > > > At 00:18 2/02/2008, you wrote: >> Put into terms a piston driver could understand, you kerosene >> burners monitor enroute fuel temps as a flight parameter? -37c >> seems like it must be quite common? >> >> Higher Mach number because of lower altitude? >> ----- Original Message ----- >> From: W J R HAMILTON >> To: commander-list@matronics.com >> Sent: Friday, February 01, 2008 2:19 AM >> Subject: Re: Commander-List: FW: Gastwick B-777 Info >> >> Folks, >> Anybody interested can download the progressive reports from the >> UK at http://www.aaib.dft.gov.uk/latest_news/accident_to_boeing_777_236__g_ymmm__at_heathrow_airport_on_17_january_2008___initial_report_update.cfm >> As a matter of interest, the air masses over Russia/CIS/Eastern >> Europe were particularly cold that morning, aircraft were having to >> come as low as FL250, and maintain higher than LRC Mach No. to >> maintain fuel temps. warmer then -37C. >> Cheers, >> Bill Hamilton >> >> >> >> At 14:13 1/02/2008, you wrote: >>> I got this from a friend and thought you would like it. >>> Jim >>> >>> >>> Subject: Gastwick B-777 Info >>> >>> I recently received this from a Retied DL Colleague. I do not know >>> the identity of the author. I have done some small bit of editing >>> for my non pilot friends. >>> Ken >>> >>> >>> Heard from a friend regarding the U.K. 777 crash. As I recall >>> this aircraft had Trent engines built by Rolls Royce. >>> ****************************** >>> ********************************* >>> >>> This is part of a message forwarded to me: >>> >>> Had the pleasure of chatting with a member of the NTSB board last >>> night at dinner. Here is what he shared. Aircraft was at 600 ft >>> agl (Above Ground Level ) when the right engine (RPM) started to >>> roll back to slightly above flight >>> idle. >>> >>> The First Officer was flying and auto throttles were engaged. The >>> auto throttles moved the throttles up to catch the deceleration in >>> airspeed. The right engine did not respond to the movement of the >>> auto throttles. The First Officer disengaged the auto throttles >>> and manually moved both throttles to max power as the Captain >>> joined him and they both applied emergency power. Within 8 seconds >>> of the right engine rolling back to just above flight idle the >>> left engine did the exact same thing. The engines never changed >>> RPM from that point till ground contact. The F/O continued flying >>> and kept nibbling on the stick shaker to clear a hill just prior >>> to the impact point. Apparently the crew is being hailed as heroes >>> for their performance. >>> >>> The two areas under investigation are fuel that was uplifted in >>> China. Ice in the fuel is a consideration and they are running >>> chemical test at this time. The other area is engine software. So >>> far they can confirm that everything from the throttles to the >>> ECC's worked as it should. Its the info from the ECC's to the fuel >>> controller that is in question. This aircraft had just had a >>> software update 2 days earlier >>> >>> >> >> >> >> >> href=" >> http://www.matronics.com/Navigator?Commander-List >> ">http://www.matronics.com/Navigator?Commander-List >> >> href=" >> http://forums.matronics.com">http://forums.matronics.com >> >> >> href=" >> http://www.matronics.com/contribution >> ">http://www.matronics.com/c >> > >




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