Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
I've never heard of Maule! And this prototype has only made one
test flight. Designed solely to remove the investor's money, a sucker
and their money are soon parted. So I repeat my previous statement: "NO
American manufacturer will build an airplane for sale to the public with
a diesel." Period!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Well, it seems to have worked for you!
>
> http://www.mauleairinc.com/Maule_News/
>
> On July 18, 2003, Maule Air, Inc., manufacturer of the renowned Maule
> STOL aircraft, became the first US aircraft OEM to fly with the SMA
> SR305 Jet A powered diesel engine. Maule flew the M-9-230 to EAA
> Oshkosh AirVenture 2003.
>
> This aircraft, which is based on the company's M-7 spring gear
> tailwheel model, was very well received, as interest in this new
> technology is very high. This particular model is a 5 seat, 4 door
> aircraft. The middle and rear seats and easily removable, turning this
> aircraft into a 2 seat cargo hauler. The gross weight on this new
> model will be increase to 2800 lbs. MTOW, up from 2500 lbs. MTOW. This
> economical Jet A burning engine will be fed from 4 fuel tanks totaling
> 85 gals. This is expected to give the aircraft a range of
> approximately 1000 miles. The turbo- charged SMA SR305 engine produces
> 230 hp for 5 minutes, then maintains 200 continuous horsepower up
> through 10,000 ft. MSL. Maule is working hard to achieve certification
> by next spring.
test flight. Designed solely to remove the investor's money, a sucker
and their money are soon parted. So I repeat my previous statement: "NO
American manufacturer will build an airplane for sale to the public with
a diesel." Period!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Well, it seems to have worked for you!
>
> http://www.mauleairinc.com/Maule_News/
>
> On July 18, 2003, Maule Air, Inc., manufacturer of the renowned Maule
> STOL aircraft, became the first US aircraft OEM to fly with the SMA
> SR305 Jet A powered diesel engine. Maule flew the M-9-230 to EAA
> Oshkosh AirVenture 2003.
>
> This aircraft, which is based on the company's M-7 spring gear
> tailwheel model, was very well received, as interest in this new
> technology is very high. This particular model is a 5 seat, 4 door
> aircraft. The middle and rear seats and easily removable, turning this
> aircraft into a 2 seat cargo hauler. The gross weight on this new
> model will be increase to 2800 lbs. MTOW, up from 2500 lbs. MTOW. This
> economical Jet A burning engine will be fed from 4 fuel tanks totaling
> 85 gals. This is expected to give the aircraft a range of
> approximately 1000 miles. The turbo- charged SMA SR305 engine produces
> 230 hp for 5 minutes, then maintains 200 continuous horsepower up
> through 10,000 ft. MSL. Maule is working hard to achieve certification
> by next spring.
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
I've never heard of Maule! And this prototype has only made one
test flight. Designed solely to remove the investor's money, a sucker
and their money are soon parted. So I repeat my previous statement: "NO
American manufacturer will build an airplane for sale to the public with
a diesel." Period!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Well, it seems to have worked for you!
>
> http://www.mauleairinc.com/Maule_News/
>
> On July 18, 2003, Maule Air, Inc., manufacturer of the renowned Maule
> STOL aircraft, became the first US aircraft OEM to fly with the SMA
> SR305 Jet A powered diesel engine. Maule flew the M-9-230 to EAA
> Oshkosh AirVenture 2003.
>
> This aircraft, which is based on the company's M-7 spring gear
> tailwheel model, was very well received, as interest in this new
> technology is very high. This particular model is a 5 seat, 4 door
> aircraft. The middle and rear seats and easily removable, turning this
> aircraft into a 2 seat cargo hauler. The gross weight on this new
> model will be increase to 2800 lbs. MTOW, up from 2500 lbs. MTOW. This
> economical Jet A burning engine will be fed from 4 fuel tanks totaling
> 85 gals. This is expected to give the aircraft a range of
> approximately 1000 miles. The turbo- charged SMA SR305 engine produces
> 230 hp for 5 minutes, then maintains 200 continuous horsepower up
> through 10,000 ft. MSL. Maule is working hard to achieve certification
> by next spring.
test flight. Designed solely to remove the investor's money, a sucker
and their money are soon parted. So I repeat my previous statement: "NO
American manufacturer will build an airplane for sale to the public with
a diesel." Period!
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Well, it seems to have worked for you!
>
> http://www.mauleairinc.com/Maule_News/
>
> On July 18, 2003, Maule Air, Inc., manufacturer of the renowned Maule
> STOL aircraft, became the first US aircraft OEM to fly with the SMA
> SR305 Jet A powered diesel engine. Maule flew the M-9-230 to EAA
> Oshkosh AirVenture 2003.
>
> This aircraft, which is based on the company's M-7 spring gear
> tailwheel model, was very well received, as interest in this new
> technology is very high. This particular model is a 5 seat, 4 door
> aircraft. The middle and rear seats and easily removable, turning this
> aircraft into a 2 seat cargo hauler. The gross weight on this new
> model will be increase to 2800 lbs. MTOW, up from 2500 lbs. MTOW. This
> economical Jet A burning engine will be fed from 4 fuel tanks totaling
> 85 gals. This is expected to give the aircraft a range of
> approximately 1000 miles. The turbo- charged SMA SR305 engine produces
> 230 hp for 5 minutes, then maintains 200 continuous horsepower up
> through 10,000 ft. MSL. Maule is working hard to achieve certification
> by next spring.
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
Call AlliedSignal then.... or look up the TCDS if you are smart
enough...
In article <earl.822881828@airwolf>, earl@airwolf.oit.gatech.edu (Earl
Barfield) writes:
> I recently read a story of Helicopter Air-Medical operations in
> Australia. A summary of one of their flights mentioned that the Bell
> 412 had inadeqate range for an off-shore rescue, so they stopped
> en-route an topped off the tanks with diesel fuel. This came as quite
> a surprise to me.
>
> I suppose a gas turbine will burn just about anything withing reason,
> but is burning diesel a common occurrance? What does this do to the
> engine? What sort of teardown/cleanup is required afterward?
> Wouldn't the FAA bust you for this in the USA on the grounds of not
> operating the aircraft withing the manufacturer's guidelines?
>
[snip]
Gas turbines are very tolerant of what fuels they burn. I recently
worked a qualification program for a US Navy start cart. This unit
mounts on back of the tractor used to tow the planes around on the
deck of a carrier and provides compressed air for main engine
starting.
We ran a significant portion of the qualification test on diesel fuel.
I was more surprised to see that the tractor's diesel engine was
placarded
to allow operation with JP-5. A fact that we accidently verified.
In a flight engine, it can be little more tricky. Changes in the fuel
density can alter the fuel schedule (which can be compensated via the
SG adjustment on the fuel control) and your altitude relight envelope
may suffer due to poorer atomization of the fuel (probably less of a
problem
for a helo than a biz jet). Viscosity differences may result in
temperature
limitations on the use of diesel fuel. Also, diesel fuel burns a
little
"dirtier" so an engine run on diesel exculsively, may have a shorter
turbine
life due to carbon particle erosion. The components in the fuel system
are
resistant to both types of fuels,so there are no special cleaning
procedures
after using diesel fuel. As long as the engine manufacturer allows
use of
diesel fuels, there is no problem with the FAA. For example, the
LTS101
operating instructions allows use of both artic grades (DF-A) and
winter
grade (DF-1) diesel fuels within certain limitations. Other turbine
engines
should have similar allowances and limitations.
Hope this answers your question.
.... hope now you're not sorry you asked :-)
Mark Johnston
Sr Engineering Specialist
LT101 Project
AlliedSignal Engines
Phx, AZ
--------------------------------------------------------------------------------
enough...
In article <earl.822881828@airwolf>, earl@airwolf.oit.gatech.edu (Earl
Barfield) writes:
> I recently read a story of Helicopter Air-Medical operations in
> Australia. A summary of one of their flights mentioned that the Bell
> 412 had inadeqate range for an off-shore rescue, so they stopped
> en-route an topped off the tanks with diesel fuel. This came as quite
> a surprise to me.
>
> I suppose a gas turbine will burn just about anything withing reason,
> but is burning diesel a common occurrance? What does this do to the
> engine? What sort of teardown/cleanup is required afterward?
> Wouldn't the FAA bust you for this in the USA on the grounds of not
> operating the aircraft withing the manufacturer's guidelines?
>
[snip]
Gas turbines are very tolerant of what fuels they burn. I recently
worked a qualification program for a US Navy start cart. This unit
mounts on back of the tractor used to tow the planes around on the
deck of a carrier and provides compressed air for main engine
starting.
We ran a significant portion of the qualification test on diesel fuel.
I was more surprised to see that the tractor's diesel engine was
placarded
to allow operation with JP-5. A fact that we accidently verified.
In a flight engine, it can be little more tricky. Changes in the fuel
density can alter the fuel schedule (which can be compensated via the
SG adjustment on the fuel control) and your altitude relight envelope
may suffer due to poorer atomization of the fuel (probably less of a
problem
for a helo than a biz jet). Viscosity differences may result in
temperature
limitations on the use of diesel fuel. Also, diesel fuel burns a
little
"dirtier" so an engine run on diesel exculsively, may have a shorter
turbine
life due to carbon particle erosion. The components in the fuel system
are
resistant to both types of fuels,so there are no special cleaning
procedures
after using diesel fuel. As long as the engine manufacturer allows
use of
diesel fuels, there is no problem with the FAA. For example, the
LTS101
operating instructions allows use of both artic grades (DF-A) and
winter
grade (DF-1) diesel fuels within certain limitations. Other turbine
engines
should have similar allowances and limitations.
Hope this answers your question.
.... hope now you're not sorry you asked :-)
Mark Johnston
Sr Engineering Specialist
LT101 Project
AlliedSignal Engines
Phx, AZ
--------------------------------------------------------------------------------
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
Call AlliedSignal then.... or look up the TCDS if you are smart
enough...
In article <earl.822881828@airwolf>, earl@airwolf.oit.gatech.edu (Earl
Barfield) writes:
> I recently read a story of Helicopter Air-Medical operations in
> Australia. A summary of one of their flights mentioned that the Bell
> 412 had inadeqate range for an off-shore rescue, so they stopped
> en-route an topped off the tanks with diesel fuel. This came as quite
> a surprise to me.
>
> I suppose a gas turbine will burn just about anything withing reason,
> but is burning diesel a common occurrance? What does this do to the
> engine? What sort of teardown/cleanup is required afterward?
> Wouldn't the FAA bust you for this in the USA on the grounds of not
> operating the aircraft withing the manufacturer's guidelines?
>
[snip]
Gas turbines are very tolerant of what fuels they burn. I recently
worked a qualification program for a US Navy start cart. This unit
mounts on back of the tractor used to tow the planes around on the
deck of a carrier and provides compressed air for main engine
starting.
We ran a significant portion of the qualification test on diesel fuel.
I was more surprised to see that the tractor's diesel engine was
placarded
to allow operation with JP-5. A fact that we accidently verified.
In a flight engine, it can be little more tricky. Changes in the fuel
density can alter the fuel schedule (which can be compensated via the
SG adjustment on the fuel control) and your altitude relight envelope
may suffer due to poorer atomization of the fuel (probably less of a
problem
for a helo than a biz jet). Viscosity differences may result in
temperature
limitations on the use of diesel fuel. Also, diesel fuel burns a
little
"dirtier" so an engine run on diesel exculsively, may have a shorter
turbine
life due to carbon particle erosion. The components in the fuel system
are
resistant to both types of fuels,so there are no special cleaning
procedures
after using diesel fuel. As long as the engine manufacturer allows
use of
diesel fuels, there is no problem with the FAA. For example, the
LTS101
operating instructions allows use of both artic grades (DF-A) and
winter
grade (DF-1) diesel fuels within certain limitations. Other turbine
engines
should have similar allowances and limitations.
Hope this answers your question.
.... hope now you're not sorry you asked :-)
Mark Johnston
Sr Engineering Specialist
LT101 Project
AlliedSignal Engines
Phx, AZ
--------------------------------------------------------------------------------
enough...
In article <earl.822881828@airwolf>, earl@airwolf.oit.gatech.edu (Earl
Barfield) writes:
> I recently read a story of Helicopter Air-Medical operations in
> Australia. A summary of one of their flights mentioned that the Bell
> 412 had inadeqate range for an off-shore rescue, so they stopped
> en-route an topped off the tanks with diesel fuel. This came as quite
> a surprise to me.
>
> I suppose a gas turbine will burn just about anything withing reason,
> but is burning diesel a common occurrance? What does this do to the
> engine? What sort of teardown/cleanup is required afterward?
> Wouldn't the FAA bust you for this in the USA on the grounds of not
> operating the aircraft withing the manufacturer's guidelines?
>
[snip]
Gas turbines are very tolerant of what fuels they burn. I recently
worked a qualification program for a US Navy start cart. This unit
mounts on back of the tractor used to tow the planes around on the
deck of a carrier and provides compressed air for main engine
starting.
We ran a significant portion of the qualification test on diesel fuel.
I was more surprised to see that the tractor's diesel engine was
placarded
to allow operation with JP-5. A fact that we accidently verified.
In a flight engine, it can be little more tricky. Changes in the fuel
density can alter the fuel schedule (which can be compensated via the
SG adjustment on the fuel control) and your altitude relight envelope
may suffer due to poorer atomization of the fuel (probably less of a
problem
for a helo than a biz jet). Viscosity differences may result in
temperature
limitations on the use of diesel fuel. Also, diesel fuel burns a
little
"dirtier" so an engine run on diesel exculsively, may have a shorter
turbine
life due to carbon particle erosion. The components in the fuel system
are
resistant to both types of fuels,so there are no special cleaning
procedures
after using diesel fuel. As long as the engine manufacturer allows
use of
diesel fuels, there is no problem with the FAA. For example, the
LTS101
operating instructions allows use of both artic grades (DF-A) and
winter
grade (DF-1) diesel fuels within certain limitations. Other turbine
engines
should have similar allowances and limitations.
Hope this answers your question.
.... hope now you're not sorry you asked :-)
Mark Johnston
Sr Engineering Specialist
LT101 Project
AlliedSignal Engines
Phx, AZ
--------------------------------------------------------------------------------
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
Call AlliedSignal then.... or look up the TCDS if you are smart
enough...
In article <earl.822881828@airwolf>, earl@airwolf.oit.gatech.edu (Earl
Barfield) writes:
> I recently read a story of Helicopter Air-Medical operations in
> Australia. A summary of one of their flights mentioned that the Bell
> 412 had inadeqate range for an off-shore rescue, so they stopped
> en-route an topped off the tanks with diesel fuel. This came as quite
> a surprise to me.
>
> I suppose a gas turbine will burn just about anything withing reason,
> but is burning diesel a common occurrance? What does this do to the
> engine? What sort of teardown/cleanup is required afterward?
> Wouldn't the FAA bust you for this in the USA on the grounds of not
> operating the aircraft withing the manufacturer's guidelines?
>
[snip]
Gas turbines are very tolerant of what fuels they burn. I recently
worked a qualification program for a US Navy start cart. This unit
mounts on back of the tractor used to tow the planes around on the
deck of a carrier and provides compressed air for main engine
starting.
We ran a significant portion of the qualification test on diesel fuel.
I was more surprised to see that the tractor's diesel engine was
placarded
to allow operation with JP-5. A fact that we accidently verified.
In a flight engine, it can be little more tricky. Changes in the fuel
density can alter the fuel schedule (which can be compensated via the
SG adjustment on the fuel control) and your altitude relight envelope
may suffer due to poorer atomization of the fuel (probably less of a
problem
for a helo than a biz jet). Viscosity differences may result in
temperature
limitations on the use of diesel fuel. Also, diesel fuel burns a
little
"dirtier" so an engine run on diesel exculsively, may have a shorter
turbine
life due to carbon particle erosion. The components in the fuel system
are
resistant to both types of fuels,so there are no special cleaning
procedures
after using diesel fuel. As long as the engine manufacturer allows
use of
diesel fuels, there is no problem with the FAA. For example, the
LTS101
operating instructions allows use of both artic grades (DF-A) and
winter
grade (DF-1) diesel fuels within certain limitations. Other turbine
engines
should have similar allowances and limitations.
Hope this answers your question.
.... hope now you're not sorry you asked :-)
Mark Johnston
Sr Engineering Specialist
LT101 Project
AlliedSignal Engines
Phx, AZ
--------------------------------------------------------------------------------
enough...
In article <earl.822881828@airwolf>, earl@airwolf.oit.gatech.edu (Earl
Barfield) writes:
> I recently read a story of Helicopter Air-Medical operations in
> Australia. A summary of one of their flights mentioned that the Bell
> 412 had inadeqate range for an off-shore rescue, so they stopped
> en-route an topped off the tanks with diesel fuel. This came as quite
> a surprise to me.
>
> I suppose a gas turbine will burn just about anything withing reason,
> but is burning diesel a common occurrance? What does this do to the
> engine? What sort of teardown/cleanup is required afterward?
> Wouldn't the FAA bust you for this in the USA on the grounds of not
> operating the aircraft withing the manufacturer's guidelines?
>
[snip]
Gas turbines are very tolerant of what fuels they burn. I recently
worked a qualification program for a US Navy start cart. This unit
mounts on back of the tractor used to tow the planes around on the
deck of a carrier and provides compressed air for main engine
starting.
We ran a significant portion of the qualification test on diesel fuel.
I was more surprised to see that the tractor's diesel engine was
placarded
to allow operation with JP-5. A fact that we accidently verified.
In a flight engine, it can be little more tricky. Changes in the fuel
density can alter the fuel schedule (which can be compensated via the
SG adjustment on the fuel control) and your altitude relight envelope
may suffer due to poorer atomization of the fuel (probably less of a
problem
for a helo than a biz jet). Viscosity differences may result in
temperature
limitations on the use of diesel fuel. Also, diesel fuel burns a
little
"dirtier" so an engine run on diesel exculsively, may have a shorter
turbine
life due to carbon particle erosion. The components in the fuel system
are
resistant to both types of fuels,so there are no special cleaning
procedures
after using diesel fuel. As long as the engine manufacturer allows
use of
diesel fuels, there is no problem with the FAA. For example, the
LTS101
operating instructions allows use of both artic grades (DF-A) and
winter
grade (DF-1) diesel fuels within certain limitations. Other turbine
engines
should have similar allowances and limitations.
Hope this answers your question.
.... hope now you're not sorry you asked :-)
Mark Johnston
Sr Engineering Specialist
LT101 Project
AlliedSignal Engines
Phx, AZ
--------------------------------------------------------------------------------
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
You mean Honeywell?
This is just more bullsh*t, further confirming diesel will never be
used in publicly owned private aircraft.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Call AlliedSignal then.... or look up the TCDS if you are smart
> enough...
This is just more bullsh*t, further confirming diesel will never be
used in publicly owned private aircraft.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Call AlliedSignal then.... or look up the TCDS if you are smart
> enough...
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
You mean Honeywell?
This is just more bullsh*t, further confirming diesel will never be
used in publicly owned private aircraft.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Call AlliedSignal then.... or look up the TCDS if you are smart
> enough...
This is just more bullsh*t, further confirming diesel will never be
used in publicly owned private aircraft.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Call AlliedSignal then.... or look up the TCDS if you are smart
> enough...
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
You mean Honeywell?
This is just more bullsh*t, further confirming diesel will never be
used in publicly owned private aircraft.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Call AlliedSignal then.... or look up the TCDS if you are smart
> enough...
This is just more bullsh*t, further confirming diesel will never be
used in publicly owned private aircraft.
God Bless America, ßill O|||||||O
mailto:-------------------- http://www.----------.com/
Ted Azito wrote:
>
> Call AlliedSignal then.... or look up the TCDS if you are smart
> enough...
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
Whoa, Bill the non-pilot and non-aircraft owner is now an expert in diesel
aircraft technology too. Bill, is there a single subject you know enough to
know that you don't know enough about it to comment on it? For your
information, diesel aircraft engines are a hot technology at this point and
there are a number of them flying right now.
Jerry
--
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"L.W. ("ßill") ------ III" <----------@***.net> wrote in message
news:4148E91A.5D5E6DE2@***.net...
> You mean Honeywell?
> This is just more bullsh*t, further confirming diesel will never be
> used in publicly owned private aircraft.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
>
> Ted Azito wrote:
>>
>> Call AlliedSignal then.... or look up the TCDS if you are smart
>> enough...
aircraft technology too. Bill, is there a single subject you know enough to
know that you don't know enough about it to comment on it? For your
information, diesel aircraft engines are a hot technology at this point and
there are a number of them flying right now.
Jerry
--
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"L.W. ("ßill") ------ III" <----------@***.net> wrote in message
news:4148E91A.5D5E6DE2@***.net...
> You mean Honeywell?
> This is just more bullsh*t, further confirming diesel will never be
> used in publicly owned private aircraft.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
>
> Ted Azito wrote:
>>
>> Call AlliedSignal then.... or look up the TCDS if you are smart
>> enough...
Guest
Posts: n/a
Re: Book Review: Engine Swapping Tips and Techniques , R.M. Clarke
Whoa, Bill the non-pilot and non-aircraft owner is now an expert in diesel
aircraft technology too. Bill, is there a single subject you know enough to
know that you don't know enough about it to comment on it? For your
information, diesel aircraft engines are a hot technology at this point and
there are a number of them flying right now.
Jerry
--
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"L.W. ("ßill") ------ III" <----------@***.net> wrote in message
news:4148E91A.5D5E6DE2@***.net...
> You mean Honeywell?
> This is just more bullsh*t, further confirming diesel will never be
> used in publicly owned private aircraft.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
>
> Ted Azito wrote:
>>
>> Call AlliedSignal then.... or look up the TCDS if you are smart
>> enough...
aircraft technology too. Bill, is there a single subject you know enough to
know that you don't know enough about it to comment on it? For your
information, diesel aircraft engines are a hot technology at this point and
there are a number of them flying right now.
Jerry
--
--
Jerry Bransford
PP-ASEL N6TAY
See the Geezer Jeep at
http://members.***.net/jerrypb/
"L.W. ("ßill") ------ III" <----------@***.net> wrote in message
news:4148E91A.5D5E6DE2@***.net...
> You mean Honeywell?
> This is just more bullsh*t, further confirming diesel will never be
> used in publicly owned private aircraft.
> God Bless America, ßill O|||||||O
> mailto:-------------------- http://www.----------.com/
>
>
> Ted Azito wrote:
>>
>> Call AlliedSignal then.... or look up the TCDS if you are smart
>> enough...
