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"Scott Skylane" wrote in message ... Matt Barrow wrote: That WAS the PLAN, back a couple years ago when the article was written, but I recall (for what that's worth) that the last one was retired (for carrier operations?) and the advanced Hornet was accelerated into operations. Wasn't that a thread here just a few weeks ago? Matt, See: http://makeashorterlink.com/?Q36E21BDB It's the Google group archive of J. Honecks thread. His first post has a link to an article that indicates the last F-14 squadron was just deployed to the Gulf. I read Jay's post of "What an amazing run the F-14 has had. It will be terribly sad not to see them flying anymore.... ", but not the article. :~( "The venerable F-14 Tomcat, a mainstay of naval aviation, Hollywood movies and air show awe since the 1970s, will retire for good after a final combat deployment, which began Thursday. " .... "The Tomcats require between 40 and 60 hours of maintenance for every hour in the air, LaBranche said. For the F/A-18s, it's more like 10 to 15." ----------------------------------------------------------- When I was a Norfolk a few years back, (2001) they (F-14's) were already decorating the static displays as "museum pieces". -- Matt --------------------- Matthew W. Barrow Site-Fill Homes, LLC. Montrose, CO |
#12
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In sci.electronics.design Peter wrote:
wrote Try http://www.rockwellcollins.com/produ...ols/index.html maybe? Well, yes, I am sure if I went through the massive paperwork exercise and installed something like that, or S-TEC, it would work just fine. It might be a silly amount of paperwork, but then you'd more than likely have a reliable autopilot. As it stands, you are getting warranty replacements, but there is a time and hassle factor of getting them swapped out. Somewhere there is a break-even point. It has to be said that the KFC225 does a super job of controlling the aircraft, even in pretty bad turbulence. It just keeps packing up. I am on my 3rd main unit, too (the built-in altimeter and pitch gyro are prone to packing up) Have you checked out the rest of the electrical system on the aircraft? Maybe there is some other problem that is burning this stuff out. This might even involve hooking up some kind of data logger and flying around for a while; some spikes might not show up in ground testing or on short flights. Matt Roberds |
#13
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In sci.electronics.design Brian Whatcott wrote:
On Sat, 24 Sep 2005 01:37:37 GMT, wrote: http://www.rockwellcollins.com/produ...ols/index.html Hmmm...RC try to be customer-responsive these days, but I CAN remember when they upgraded the FMS 800 and the roll command (used to steer to the desired track), was reversed from its previous polarity - made for interesting waypoint/turn capturing! I based my suggestion on a few different observations. I used to work at a flight simulator company and it was a lot easier to make the Collins radios work right than the King ones. At that job, and since then, I have also noticed that the "cheap" avionics package often involves King radios, while the "upgrade" packages involve Collins radios. Finally, I went on a job interview with Collins in 1996 and was totally impressed by the amount of shiny! stuff at the plant in Cedar Rapids. (Got an offer, too, but chose another offer in Dallas over Cedar Rapids. Probably should have picked Cedar Rapids.) Matt Roberds |
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#15
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In sci.electronics.design Brian Whatcott wrote:
On Mon, 26 Sep 2005 07:13:17 GMT, wrote: I used to work at a flight simulator company and it was a lot easier to make the Collins radios work right than the King ones. Hmmm.... radios are one of the items where simulators invariably use a front panel mock-up with switches and pots signaling the host. Not always. Many of the radios I worked with (business jet and up) were the kind where there was just a control head in the panel and the actual guts (tuner, etc) were someplace else. We used the real control heads and just dispensed with the remote guts. For the Collins radios, you could read the spec, set up the control and data lines to the control head, and get it right fairly quickly. For the King radios, reading the spec was only the first step of a long journey into undocumented goofiness. This pattern repeated itself with other hardware where we used the actual aircraft item complete, such as a FMS. Matt Roberds |
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