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
INDEX | Back to Main INDEX |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
INDEX | Back to Main INDEX |
PREVIOUS | Skip to PREVIOUS Message |
NEXT | Skip to NEXT Message |
LIST | Reply to LIST Regarding this Message |
SENDER | Reply to SENDER Regarding this Message |
|
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
>>
>
>
Other Matronics Email List Services
These Email List Services are sponsored solely by Matronics and through the generous Contributions of its members.
-- Please support this service by making your Contribution today! --
|