Today's Message Index:
----------------------
1. 03:43 AM - Re: Prop governor cable (Dan Brady)
2. 05:02 AM - Re: Prop governor cable (MASON CHEVAILLIER)
3. 05:22 AM - Off Topic, Was: Prop governor cable (BobsV35B@aol.com)
4. 08:33 AM - Re: Commander on E-bay (David Owens)
5. 08:44 AM - Re: Commander on E-bay (BertBerry1@aol.com)
6. 08:46 AM - Re: Commander on E-bay (BertBerry1@aol.com)
7. 09:11 AM - Re: Commander on E-bay (Barry Collman)
8. 09:33 AM - Re: Commander on E-bay (Keith S. Gordon)
9. 10:23 AM - Re: Commander on E-bay (BertBerry1@aol.com)
10. 10:53 AM - Re: Commander on E-bay (Barry Collman)
11. 12:20 PM - Re: Commander on E-bay (Steve at Col-East)
12. 01:17 PM - Re: Commander on E-bay (Harry Merritt)
13. 01:18 PM - Re: Commander on E-bay (David Owens)
14. 03:06 PM - Re: Commander on E-bay (BertBerry1@aol.com)
15. 05:36 PM - Blast from the past... (Chris)
16. 05:47 PM - Fw: Aero Commander 680,690, 500s SRM (Keith S. Gordon)
17. 06:21 PM - Re: Blast from the past... (Keith S. Gordon)
18. 06:40 PM - Re: Blast from the past... (nico css)
19. 08:10 PM - Re: Fw: Aero Commander 680,690, 500s SRM ()
20. 09:58 PM - Re: Fw: Aero Commander 680,690, 500s SRM (Keith S. Gordon)
21. 10:31 PM - Re: Fw: Aero Commander 680,690, 500s SRM ()
22. 11:50 PM - OK, Who IS this? (John Vormbaum)
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| Subject: | Re: Prop governor cable |
Hey old Bob!......Once again our past lives seem to share a common
thread. I also got my multi in a Bobcat based at MDW when it was listed
as the world's busiest airport. I think Cessna dubbed it the Bobcat to
give it a more macho sounding name for the military model which was the
T-50 I think. You left out the often used nickname for the civilian
model: Useless 78 (UC-78). If anyone remembers the old TV series Sky
King the original Skybird was a Bobcat. I enjoyed my time in ours & with
a light load & resonable altitude I was amazed at how much time you had
with one back at idle to pick out the site of your impact. Later, in the
midst of a hot & humid midwest summer, I found myself giving multi
instruction in an early Piper Apache for a school who's policy was to
put 3 students & an instructor in the aircraft on the theory that the
back seaters would absorb some of the training procedures before taking
their turns in the left front seat. One time when we landed to play
musical chairs, one of my back seaters jumped to the ground & vowed that
however long he lived he would never again allow his feet to be
separated from mother earth........for a minute or two I seriously
considered joining him. Fortunately our friendly FAA inspector convinced
the boss that this training procedure was not in the best interests of
aviation safety. Also I believe we were consuming more barfbags per hour
than fuel. I do believe that the old Bobcat with its "Shaky-Jakes" could
have pulled it off much better than the Apache with its "Little Lycs".
Keep 'em flyin' Old Bob....Dan the desert duck.
----- Original Message -----
From: BobsV35B@aol.com
To: commander-list@matronics.com
Sent: Monday, April 14, 2008 7:36 AM
Subject: Re: Commander-List: Prop governor cable
Good Morning bobf,
I think I can qualify as a grey beard!
There are times when I would fly without the ability to feather the
propellor on a twin engine aircraft.
It all has to do with evaluation of the risk
Fact is, I received my multiengine rating in an airplane that was not
equipped with feathering propellors and that would not maintain altitude
with one engine shut down. That was a Cessna Bobcat more commonly
referred as a Bamboo Bomber. I also flew many Twin Beech Model C18s that
did not have feathering propellors installed. It was before my time, but
the first Douglas DC-3s were flown without full feathering propellors.
So, the risk is just another one of those which we all have to
evaluate each time we fly. Lots of folks will never get in a single
engine airplane unless they have a parachute equipped ejection seat to
sit on!
However, in the case in question, I doubt if I would have flown the
airplane without getting a ferry permit and flying only in compliance
with the restrictions imposed by that permit.
In my book, the greatest danger would be in getting caught doing
something illegal.
The risk involved in flying without a feathering propellor can be
mitigated by good flight planning, but the risk of certificate action is
difficult to avoid.
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
628 West 86th Street
Downers Grove, IL 60516
630 985-8502
Stearman N3977A
Brookeridge Air Park LL22
In a message dated 4/14/2008 2:39:08 A.M. Central Daylight Time,
bobf@feldtman.com writes:
I wouldn't have done that.... fly with no way to feather. You can
use an automotive cable that will work until you get a commander
replacement. Are you sure it wasn't the prop governor instead of the
cable? (I just had both our prop governors rebuilt in the last year).
Again - I wouldn't fly with no way to feather.....Let's see what the
grey hairs say (oh wait - I have grey hair)
bobf
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Checked by AVG.
4/14/2008 9:26 AM
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| Subject: | Prop governor cable |
it was the "song bird" gmc
From: westwind@hdiss.netTo: commander-list@matronics.comSubject: Re: Comman
der-List: Prop governor cableDate: Wed, 16 Apr 2008 03:41:20 -0700
Hey old Bob!......Once again our past lives seem to share a common thread.
I also got my multi in a Bobcat based at MDW when it was listed as the worl
d's busiest airport. I think Cessna dubbed it the Bobcat to give it a more
macho sounding name for the military model which was the T-50 I think. You
left out the often used nickname for the civilian model: Useless 78 (UC-78
). If anyone remembers the old TV series Sky King the original Skybird was
a Bobcat. I enjoyed my time in ours & with a light load & resonable altitud
e I was amazed at how much time you had with one back at idle to pick out t
he site of your impact. Later, in the midst of a hot & humid midwest summer
, I found myself giving multi instruction in an early Piper Apache for a sc
hool who's policy was to put 3 students & an instructor in the aircraft on
the theory that the back seaters would absorb some of the training procedur
es before taking their turns in the left front seat. One time when we lande
d to play musical chairs, one of my back seaters jumped to the ground & vow
ed that however long he lived he would never again allow his feet to be sep
arated from mother earth........for a minute or two I seriously considered
joining him. Fortunately our friendly FAA inspector convinced the boss that
this training procedure was not in the best interests of aviation safety.
Also I believe we were consuming more barfbags per hour than fuel. I do bel
ieve that the old Bobcat with its "Shaky-Jakes" could have pulled it off m
uch better than the Apache with its "Little Lycs". Keep 'em flyin' Old Bob.
...Dan the desert duck.
----- Original Message -----
From: BobsV35B@aol.com
Sent: Monday, April 14, 2008 7:36 AM
Subject: Re: Commander-List: Prop governor cable
Good Morning bobf,
I think I can qualify as a grey beard!
There are times when I would fly without the ability to feather the propell
or on a twin engine aircraft.
It all has to do with evaluation of the risk
Fact is, I received my multiengine rating in an airplane that was not equip
ped with feathering propellors and that would not maintain altitude with on
e engine shut down. That was a Cessna Bobcat more commonly referred as a Ba
mboo Bomber. I also flew many Twin Beech Model C18s that did not have feath
ering propellors installed. It was before my time, but the first Douglas DC
-3s were flown without full feathering propellors.
So, the risk is just another one of those which we all have to evaluate eac
h time we fly. Lots of folks will never get in a single engine airplane un
less they have a parachute equipped ejection seat to sit on!
However, in the case in question, I doubt if I would have flown the airplan
e without getting a ferry permit and flying only in compliance with the res
trictions imposed by that permit.
In my book, the greatest danger would be in getting caught doing something
illegal.
The risk involved in flying without a feathering propellor can be mitigated
by good flight planning, but the risk of certificate action is difficult t
o avoid.
Happy Skies,Old BobAKABob SiegfriedAncient Aviator628 West 86th StreetDowne
rs Grove, IL 60516630 985-8502 Stearman N3977ABrookeridge Air Park LL22
In a message dated 4/14/2008 2:39:08 A.M. Central Daylight Time, bobf@feldt
man.com writes:
I wouldn't have done that.... fly with no way to feather. You can use an au
tomotive cable that will work until you get a commander replacement. Are yo
u sure it wasn't the prop governor instead of the cable? (I just had both o
ur prop governors rebuilt in the last year).
Again - I wouldn't fly with no way to feather.....Let's see what the grey h
airs say (oh wait - I have grey hair)
bobf
It's Tax Time! Get tips, forms and advice on AOL Money & Finance.
href="http://www.matronics.com/Navigator?Commander-List">http://www.matro
nics.com/Navigator?Commander-List
href="http://forums.matronics.com">http://forums.matronics.com
href="http://www.matronics.com/contribution">http://www.matronics.com/c
4/14/2008 9:26 AM
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| Subject: | Prop governor cable |
Good Morning Dan,
I received my multi-engine training in 1950 while working for Tufts
Edgecombe at Elmhurst Airport which was just northwest of the Outer Marker for
Rwy 13
Right at Midway. One of his bombers had the 300 Lycomings installed. It
would actually maintain altitude with one engine throttled back to idle as long
as we were way below gross. Spent the summer flying charters with the Cessnas
to Northern Wisconsin resorts.
A couple years after I started with UAL in 1951, my old boss got a set of
Hartzell full feathering props approved on his Lycoming powered Bobcat. It
would easily out perform the Apache when it came on the scene.
We must have crossed paths somewhere between Midway and Elmhurst as I have
continued to fly in the area ever since.
Who's Apache were you flying?
Hope you are enjoying the desert!
Happy Skies,
Old Bob
AKA
Bob Siegfried
Ancient Aviator
628 West 86th Street
Downers Grove, IL 60516
630 985-8502
Stearman N3977A
Brookeridge Air Park LL22
Do Not Archive
In a message dated 4/16/2008 5:44:47 A.M. Central Daylight Time,
westwind@hdiss.net writes:
I do believe that the old Bobcat with its "Shaky-Jakes" could have pulled
it off much better than the Apache with its "Little Lycs". Keep 'em flyin' Old
Bob....Dan the desert duck.
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Finance. (http://money.aol.com/tax?NCID=aolcmp00300000002850)
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| Subject: | Re: Commander on E-bay |
Bert...
Anyone know WHAT this is? Is it a conversion or factory turbines... (pre
Century) What does that mean? The small engines?
David Owens
Aerial Viewpoint
N14AV
AC-500A-Colemill
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| Subject: | Re: Commander on E-bay |
No it was a 680T with the TPE331-43's and was later converted to a 680V. Not
exactly sure what was changed besides the engines and props, perhaps Barry
could tell us. It was always a Turbo Commander, just a very early model. Only
the 22nd made.
Bert
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| Subject: | Re: Commander on E-bay |
Sorry it HAD TPE331-29A's and they were changed to TPE331-43's I think....
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| Subject: | Re: Commander on E-bay |
Hi All,
The 680V was not really that much different to the 680T.
Major items were:
Increased MTOW from 8,950 lb. to 9,400 lb.
Some had the "Miller" nose incorporated.
Some had the "Picture" or "Panoramic" windows incorporated.
Besides those built by the factory as a 680V (26 in all), numerous
others were converted from a 680T (possibly 51).
Best Regards,
Barry
----- Original Message -----
From: BertBerry1@aol.com
To: commander-list@matronics.com
Sent: Wednesday, April 16, 2008 4:42 PM
Subject: Re: Commander-List: Commander on E-bay
No it was a 680T with the TPE331-43's and was later converted to a
680V. Not exactly sure what was changed besides the engines and props,
perhaps Barry could tell us. It was always a Turbo Commander, just a
very early model. Only the 22nd made.
Bert
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| Subject: | Re: Commander on E-bay |
Anyone know WHAT this is? Is it a conversion or
factory turbines... (pre Century) What does that mean? The small
engines?
The AC680T was the first production model Turbo Commander.? All of the 680 Turbine
series had the Garrett dash 43 engines, ranging from 43, 43A and 43BL.??
The Century series were any dash number at or above 100, such as TPE 331-151K.?
Saying this is a 680T with a -43A conversion means they put the later engine on
the earlier airframe.
The -43 series did not offer much more power than the piston engine on the AC680FL
and were very temperature critical, meaning as soon as it was over 15C, you
were losing power.? Each upgrade dash number was slight improvement.
An "interesting" aspect of this airplane is the "engines 200 SMOH by Garrett/1538
SMOH by AiResearch."? I don't think Garrett/AiResearch has supported this engine
in a long long time.? Last facility I knew that supported this engine was
Bob Hancock of Hancock Turbines outside of Nashville, TN., but then the airplane
has not flown much at all, so the engine SMOH statement is probably right.
The AC680T used a hydraulic (Skydrol) powered cabin supercharger.? The AC680V and
up used bleed air.? The AC680W was the first all Weather model (certified known
ice) and a Century Conversion that would place a flat-rated 525shp all the
way to altitude is a screamer.
The Achilles Heel of this model is actually the New York Airbrake 3000 psi hydraulic
pump used to drive the cabin supercharger.? The utility system is stepped
down to the normal Commander hydraulic system pressures.? This pump is damn
near impossible to find.? The two 680Ts I was involved with burned up these pumps
within a few hours -- turned out they were lower output pumps field modified
to make 3000 psi, or so thought the fellow supplying us with them.? Not so.
If you remove the pressurization system, a lower output pump could be used.???
If used as an upressurized camera ship, this could be OK ... if being equipped
with an orphaned engine is OK.? To be fair, if you're not too far from Hancock's
place, you'd have excellent support.
This all off the top of my head ... or the more aptly, the bottom where all the
facts are mixed in with all kinds of sediment.? I trust Sir Barry to come up
with the proper dash numbers, engine powers, etc.
Wing Commander Gordon
Life is not simple anywhere. Probably less so elsewhere.
Message 9
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| Subject: | Re: Commander on E-bay |
Now THAT is why this forum is so important.
Thanks for the lesson as well.
Bert
-----Original Message-----
From: "Keith S. Gordon" <cloudcraft@aol.com>
To:commander-list@matronics.com
Subject: Re: Commander-List: Commander on E-bay
Anyone know WHAT this is? Is it a conversion or factory turbines... (pre Century)
What does that mean? The small engines?
The AC680T was the first production model Turbo Commander. All of the 680 Turbine
series had the Garrett dash 43 engines, ranging from 43, 43A and 43BL.
The Century series were any dash number at or above 100, such as TPE 331-151K.
Saying this is a 680T with a -43A conversion means they put the later engine on
the earlier airframe.
The -43 series did not offer much more power than the piston engine on the AC680FL
and were very temperature critical, meaning as soon as it was over 15C, you
were losing power. Each upgrade dash number was slight improvement.
An "interesting" aspect of this airplane is the "engines 200 SMOH by Garrett/1538
SMOH by AiResearch." I don't think Garrett/AiResearch has supported this engine
in a long long time. Last facility I knew that supported this engine was
Bob Hancock of Hancock Turbines outside of Nashville, TN., but then the airplane
has not flown much at all, so the engine SMOH statement is probably right.
The AC680T used a hydraulic (Skydrol) powered cabin supercharger. The AC680V and
up used bleed air. The AC680W was the first all Weather model (certified known
ice) and a Century Conversion that would place a flat-rated 525shp all the
way to altitude is a scr eamer.
The Achilles Heel of this model is actually the New York Airbrake 3000 psi hydraulic
pump used to drive the cabin supercharger. The utility system is stepped
down to the normal Commander hydraulic system pressures. This pump is damn near
impossible to find. The two 680Ts I was involved with burned up these pumps
within a few hours -- turned out they were lower output pumps field modified
to make 3000 psi, or so thought the fellow supplying us with them. Not so.
If you remove the pressurization system, a lower output pump could be used. If
used as an upressurized camera ship, this could be OK ... if being equipped with
an orphaned engine is OK. To be fair, if you're not too far from Hancock's
place, you'd have excellent support.
This all off the top of my head ... or the more aptly, the bottom where all the
facts are mixed in with all kinds of sediment. I trust Sir Barry to come up with
the proper dash numbers, engine powers, etc.
Wing Commander Gordon
Life is not simple anywhere. Probably less so elsewhere.
----------------
Message 10
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| Subject: | Re: Commander on E-bay |
Hello All,
When it first came on the market, the 680T had TPE331-29A engines and a
wing span of 49ft. 0.56 inches.
The factory called all of these back and they were re-engined with
TPE331-43 engines and had the wing span reduced to 44ft. 9.7 inches.
They also had their original 84-inch diameter props replaced with
90-inch ones.
As the Wing Commander points out, some Commanders that had the pre
TPE331-5 series engines had them replaced with TPE-331-1-151K and were
known as "Century Turbos".
Regarding the TPE331-43BL, these were a factory standard installation
introduced on the 680W "Turbo II" Commander, but the first Commander to
utilise that engine with bleed air for the pressurization and
environmental systems was the Model 681 "Hawk".
Best Regards,
Barry
----- Original Message -----
From: Keith S. Gordon
To: commander-list@matronics.com
Sent: Wednesday, April 16, 2008 5:31 PM
Subject: Re: Commander-List: Commander on E-bay
Anyone know WHAT this is? Is it a conversion or factory turbines...
(pre Century) What does that mean? The small engines?
The AC680T was the first production model Turbo Commander. All of the
680 Turbine series had the Garrett dash 43 engines, ranging from 43, 43A
and 43BL.
The Century series were any dash number at or above 100, such as TPE
331-151K.
Saying this is a 680T with a -43A conversion means they put the later
engine on the earlier airframe.
The -43 series did not offer much more power than the piston engine on
the AC680FL and were very temperature critical, meaning as soon as it
was over 15C, you were losing power. Each upgrade dash number was
slight improvement.
An "interesting" aspect of this airplane is the "engines 200 SMOH by
Garrett/1538 SMOH by AiResearch." I don't think Garrett/AiResearch has
supported this engine in a long long time. Last facility I knew that
supported this engine was Bob Hancock of Hancock Turbines outside of
Nashville, TN., but then the airplane has not flown much at all, so the
engine SMOH statement is probably right.
The AC680T used a hydraulic (Skydrol) powered cabin supercharger. The
AC680V and up used bleed air. The AC680W was the first all Weather
model (certified known ice) and a Century Conversion that would place a
flat-rated 525shp all the way to altitude is a scr eamer.
The Achilles Heel of this model is actually the New York Airbrake 3000
psi hydraulic pump used to drive the cabin supercharger. The utility
system is stepped down to the normal Commander hydraulic system
pressures. This pump is damn near impossible to find. The two 680Ts I
was involved with burned up these pumps within a few hours -- turned out
they were lower output pumps field modified to make 3000 psi, or so
thought the fellow supplying us with them. Not so.
If you remove the pressurization system, a lower output pump could be
used. If used as an upressurized camera ship, this could be OK ... if
being equipped with an orphaned engine is OK. To be fair, if you're not
too far from Hancock's place, you'd have excellent support.
This all off the top of my head ... or the more aptly, the bottom
where all the facts are mixed in with all kinds of sediment. I trust
Sir Barry to come up with the proper dash numbers, engine powers, etc.
Wing Commander Gordon
Life is not simple anywhere. Probably less so elsewhere.
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Message 11
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| Subject: | Re: Commander on E-bay |
Hear that David? Now what was the limit on my company credit card? This
would be cheaper than the Navajo engines I've been pushing for (fat
chance.....).
If used as an upressurized camera ship, this could be OK ... if being
equipped with an orphaned engine is OK. To be fair, if you're not too
far from Hancock's place, you'd have excellent support.
----- Original Message -----
From: Keith S. Gordon
To: commander-list@matronics.com
Sent: Wednesday, April 16, 2008 12:31 PM
Subject: Re: Commander-List: Commander on E-bay
Anyone know WHAT this is? Is it a conversion or factory turbines...
(pre Century) What does that mean? The small engines?
The AC680T was the first production model Turbo Commander. All of the
680 Turbine series had the Garrett dash 43 engines, ranging from 43, 43A
and 43BL.
The Century series were any dash number at or above 100, such as TPE
331-151K.
Saying this is a 680T with a -43A conversion means they put the later
engine on the earlier airframe.
The -43 series did not offer much more power than the piston engine on
the AC680FL and were very temperature critical, meaning as soon as it
was over 15C, you were losing power. Each upgrade dash number was
slight improvement.
An "interesting" aspect of this airplane is the "engines 200 SMOH by
Garrett/1538 SMOH by AiResearch." I don't think Garrett/AiResearch has
supported this engine in a long long time. Last facility I knew that
supported this engine was Bob Hancock of Hancock Turbines outside of
Nashville, TN., but then the airplane has not flown much at all, so the
engine SMOH statement is probably right.
The AC680T used a hydraulic (Skydrol) powered cabin supercharger. The
AC680V and up used bleed air. The AC680W was the first all Weather
model (certified known ice) and a Century Conversion that would place a
flat-rated 525shp all the way to altitude is a scr eamer.
The Achilles Heel of this model is actually the New York Airbrake 3000
psi hydraulic pump used to drive the cabin supercharger. The utility
system is stepped down to the normal Commander hydraulic system
pressures. This pump is damn near impossible to find. The two 680Ts I
was involved with burned up these pumps within a few hours -- turned out
they were lower output pumps field modified to make 3000 psi, or so
thought the fellow supplying us with them. Not so.
If you remove the pressurization system, a lower output pump could be
used. If used as an upressurized camera ship, this could be OK ... if
being equipped with an orphaned engine is OK. To be fair, if you're not
too far from Hancock's place, you'd have excellent support.
This all off the top of my head ... or the more aptly, the bottom
where all the facts are mixed in with all kinds of sediment. I trust
Sir Barry to come up with the proper dash numbers, engine powers, etc.
Wing Commander Gordon
Life is not simple anywhere. Probably less so elsewhere.
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Message 12
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| Subject: | Re: Commander on E-bay |
Ihave a pair of IO-540M1A5 Engines w/ Logs
Harry
321 267-3141
----- Original Message -----
From: Steve at Col-East
To: commander-list@matronics.com
Sent: Wednesday, April 16, 2008 3:17 PM
Subject: Re: Commander-List: Commander on E-bay
Hear that David? Now what was the limit on my company credit card?
This would be cheaper than the Navajo engines I've been pushing for (fat
chance.....).
If used as an upressurized camera ship, this could be OK ... if being
equipped with an orphaned engine is OK. To be fair, if you're not too
far from Hancock's place, you'd have excellent support.
----- Original Message -----
From: Keith S. Gordon
To: commander-list@matronics.com
Sent: Wednesday, April 16, 2008 12:31 PM
Subject: Re: Commander-List: Commander on E-bay
Anyone know WHAT this is? Is it a conversion or factory
turbines... (pre Century) What does that mean? The small engines?
The AC680T was the first production model Turbo Commander. All of
the 680 Turbine series had the Garrett dash 43 engines, ranging from 43,
43A and 43BL.
The Century series were any dash number at or above 100, such as TPE
331-151K.
Saying this is a 680T with a -43A conversion means they put the
later engine on the earlier airframe.
The -43 series did not offer much more power than the piston engine
on the AC680FL and were very temperature critical, meaning as soon as it
was over 15C, you were losing power. Each upgrade dash number was
slight improvement.
An "interesting" aspect of this airplane is the "engines 200 SMOH by
Garrett/1538 SMOH by AiResearch." I don't think Garrett/AiResearch has
supported this engine in a long long time. Last facility I knew that
supported this engine was Bob Hancock of Hancock Turbines outside of
Nashville, TN., but then the airplane has not flown much at all, so the
engine SMOH statement is probably right.
The AC680T used a hydraulic (Skydrol) powered cabin supercharger.
The AC680V and up used bleed air. The AC680W was the first all Weather
model (certified known ice) and a Century Conversion that would place a
flat-rated 525shp all the way to altitude is a scr eamer.
The Achilles Heel of this model is actually the New York Airbrake
3000 psi hydraulic pump used to drive the cabin supercharger. The
utility system is stepped down to the normal Commander hydraulic system
pressures. This pump is damn near impossible to find. The two 680Ts I
was involved with burned up these pumps within a few hours -- turned out
they were lower output pumps field modified to make 3000 psi, or so
thought the fellow supplying us with them. Not so.
If you remove the pressurization system, a lower output pump could
be used. If used as an upressurized camera ship, this could be OK ...
if being equipped with an orphaned engine is OK. To be fair, if you're
not too far from Hancock's place, you'd have excellent support.
This all off the top of my head ... or the more aptly, the bottom
where all the facts are mixed in with all kinds of sediment. I trust
Sir Barry to come up with the proper dash numbers, engine powers, etc.
Wing Commander Gordon
Life is not simple anywhere. Probably less so elsewhere.
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Message 13
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| Subject: | Re: Commander on E-bay |
To Bert, Bobs V, Barry, Kieth, Steve...
This seems to be a pretty "horse of a different color" aircraft. Seems
fair to say parts would be a good investment...
David Owens
Aerial Viewpoint
N14AV
AC-500A-Colemill
Message 14
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| Subject: | Re: Commander on E-bay |
Looks like a good project for someone with deep pockets.
-----Original Message-----
From: "David Owens" <dowens@aerialviewpoint.com>
To:<commander-list@matronics.com>
Subject: Re: Commander-List: Commander on E-bay
To Bert, Bobs V, Barry, Kieth, Steve...
This seems to be a pretty "horse of a different color" aircraft. Seems fair to
say parts would be a good investment...
David Owens
Aerial Viewpoint
N14AV
Message 15
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| Subject: | Blast from the past... |
Howdy friends - both old and just not introduced yet. Chris Schuermann
here. Haven't been on the list in many a year, but hopefully there's
still a few old faces around here who remember me. Still clinging to
life in Oklahoma, working 100 hour weeks, and trying to fit a little
flying and fun in between large chunks of reality.
Anyway, I received the following email and figured JB or someone here
would be much better suited to help these folks out.
cheers,
Chris Schuermann
-------- Original Message --------
Subject: Aero commander SRM - 680, 690 , 500S
From: Jess Smith <jesssmith@gamgroup.net>
Dear Sir
I am writing on behalf of General Aviation Maintenance (GAM Group) --
Melbourne Australia, to kindly request your Assistance on below matter.
Currently we are operating 34 Aero Commander Aircrafts on our fleet, and
we are trying to get hold of a COPY Of Structural Repair Manual (SRM)
for a 690, 680 or 500s Series.
We are more than happy to purchase a Copy if you have one in your
organisation and please contact me with a return mail, so I could
organise necessary arrangements ASAP.
Further more this copy *_DOES NOT_* have to be a current updated
version, as we are in the process of certifying repair solution through
local Authorities and this SRM will be serve only as a guide to prepare
Engineering Documentations.
Thank you In Advance,
Regards
Shaminda Chandrasena
Aeronautical Engineer.
PS- It would be greatly appreciated if you could direct me to some one
who hold a SRM, just in case you don't have a SRM In your organisation.
Message 16
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| Subject: | Fwd: Aero Commander 680,690, 500s SRM |
Gentlemen,
Can anyone help with this request?
Wing Commander Gordon
Life is not simple anywhere. Probably less so elsewhere.
-----Original Message-----
From: Jess Smith <jesssmith@gamgroup.net>
Sent: Wed, 16 Apr 2008 4:51 pm
Subject: Aero Commander 680,690, 500s SRM
=C2-
=C2-
Dear Sir
=C2-
I am writing
on behalf of General Aviation Maintenance (GAM Group) =93 Melbourne Au
stralia, to
kindly request your Assistance on below matter.
Currently we
are operating 34 Aero Commander Aircrafts on our fleet, and we are trying to
get
hold of a COPY Of Structural Repair Manual (SRM) for a 690, 680 or 500s Seri
es.
We are more than happy to
purchase a Copy if you have one in your organisation and please contact me w
ith
a return mail, so I could organise necessary arrangements ASAP.=C2-
Further more
this copy DOES NOT have to be a current updated version, as we are
in the process of certifying repair solution through local Authorities and t
his
SRM will be serve only as a guide to prepare Engineering Documentations.
=C2-
=C2-
Thank you In
Advance,
=C2-
Regards
=C2-
Shaminda
Chandrasena
Aeronautical
Engineer.
=C2-
PS- It would
be greatly appreciated if you could direct me to some one who hold a SRM, ju
st
in case you don=99t have a SRM In your organisation.
Message 17
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| Subject: | Re: Blast from the past... |
Chris!
You just couldn't stay away from Commanders, could you?? Nice to see your post.??
I'm lurking around here still, answering questions and offering useless advice
when I can.?
Am very busy, flying the Falcon 20 full time and living the lesson (again) about
volunteering.?? Got hip deep in the Las Vegas airspace redesign, representing
Biz Av on RNAV SIDs and STARs development, am the lead on building an RNAV SID
at Henderson (KHND) and got drafted into a national work group for Pilot/Controller
Procedures & Phraseology.
With all that, I get about 180 emails a day and do my best to keep my eye on the
Twin Commander net.?? There's still a few of us left and lots of new talent
has risen to fill the gaps left by those who have moved on to other, lesser, aviation
products.? ;-)
Best,
Wing Commander Gordon
Life is not simple anywhere. Probably less so elsewhere.
-----Original Message-----
From: Chris <cschuerm@cox.net>
Sent: Wed, 16 Apr 2008 4:54 pm
Subject: Commander-List: Blast from the past...
Howdy friends - both old and just not introduced yet.? Chris Schuermann
here.?? Haven't been on the list in many a year, but hopefully there's
still a few old faces around here who remember me.? Still clinging to
life in Oklahoma, working 100 hour weeks, and trying to fit a little
flying and fun in between large chunks of reality.
Anyway, I received the following email and figured JB or someone here
would be much better suited to help these folks out.
cheers,
Chris Schuermann
Message 18
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| Subject: | Blast from the past... |
Well, well. It's good to hear from you again, Chris. 100 hour weeks? That's
rough, man.
Nico
_____
From: owner-commander-list-server@matronics.com
[mailto:owner-commander-list-server@matronics.com] On Behalf Of Chris
Sent: Wednesday, April 16, 2008 4:54 PM
Subject: Commander-List: Blast from the past...
Howdy friends - both old and just not introduced yet. Chris Schuermann
here. Haven't been on the list in many a year, but hopefully there's still
a few old faces around here who remember me. Still clinging to life in
Oklahoma, working 100 hour weeks, and trying to fit a little flying and fun
in between large chunks of reality.
Anyway, I received the following email and figured JB or someone here would
be much better suited to help these folks out.
cheers,
Chris Schuermann
-------- Original Message --------
Subject: Aero commander SRM - 680, 690 , 500S
From: Jess Smith <mailto:jesssmith@gamgroup.net> <jesssmith@gamgroup.net>
Dear Sir
I am writing on behalf of General Aviation Maintenance (GAM Group) -
Melbourne Australia, to kindly request your Assistance on below matter.
Currently we are operating 34 Aero Commander Aircrafts on our fleet, and we
are trying to get hold of a COPY Of Structural Repair Manual (SRM) for a
690, 680 or 500s Series.
We are more than happy to purchase a Copy if you have one in your
organisation and please contact me with a return mail, so I could organise
necessary arrangements ASAP.
Further more this copy DOES NOT have to be a current updated version, as we
are in the process of certifying repair solution through local Authorities
and this SRM will be serve only as a guide to prepare Engineering
Documentations.
Thank you In Advance,
Regards
Shaminda Chandrasena
Aeronautical Engineer.
PS- It would be greatly appreciated if you could direct me to some one who
hold a SRM, just in case you don't have a SRM In your organisation.
Message 19
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| Subject: | Re: Fwd: Aero Commander 680,690, 500s SRM |
G'day Keith, Chris and folks,
I have spoken to Shaminda today and put him in contact with Mr Pence @
TCAC. With the passing of Steve the company has lost a huge wealth of
Commander contacts and appreciates any help available
Great to see that you are still lurking Captain Cloudcraft!
Are you planning to get along to the Flyin at Wiley Post in September?
Chris...has got to be close to your backyard??
Cheers from Oz
Russell
Message 20
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| Subject: | Re: Fwd: Aero Commander 680,690, 500s SRM |
G'Day Russell!? Nice to know you're still around, even if you are upside down.?
Shaminda says TCAC can't supply him with a Structures Repair Manual, which is beyond
my understanding, so I hope someone in this hemisphere can help the fleet
out Down Under.
Now that would be an impressive achievement for the Twin Commander Flight Group.
Wing Commander Gordon
Life is not simple anywhere. Probably less so elsewhere.
-----Original Message-----
From: rlegg@austarnet.com.au
Sent: Wed, 16 Apr 2008 8:07 pm
Subject: Re: Commander-List: Fwd: Aero Commander 680,690, 500s SRM
G'day Keith, Chris and folks,
I have spoken to Shaminda today and put him in contact with Mr Pence @
TCAC. With the passing of Steve the company has lost a huge wealth of
Commander contacts and appreciates any help available
Great to see that you are still lurking Captain Cloudcraft!
Are you planning to get along to the Flyin at Wiley Post in September?
Chris...has got to be close to your backyard??
Cheers from Oz
Russell
Message 21
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| Subject: | Re: Fwd: Aero Commander 680,690, 500s SRM |
G'day Keith,
I think we have the problem solved...Shaminda had not been able to contact
TCAC...somehow had the wrong contact details. I have put him directly in touch
with Geoff Pence and it should get sorted.
Cheers from upside down land (of course not the way we see it!)
Russell
Message 22
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| Subject: | OK, Who IS this? |
Here's the link: http://www.youtube.com/watch?v=PDNan_tbBss&NR=1
It's a 9-min. video of Commanders....including pics taken from the
copilot seat of N222JS!
I know it's one of you guys! ...or someone who should be on the list.
Especially considering that I'm pretty sure I know at least HALF the
people in this video!
Jimbob, you're there...
Chris & Dan, you're there too...
Who is the upside-down red/white airplane? Crunk?
I've seen many of these pics, but have never seen them assembled all in
one place.....seriously....who ARE you?
Cheers,
/John
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