I HATE the Electra but that's mainly due to the fact that Hunting replaced the Vanguard with them (a considerable amount of thanks go to Rolls Royce for a complete lack of Tyne spares) It's nothing personal though
A suitable candidate for AI at Coventry if nothing else
DaveB wrote:Ah.. a comparison with the Abacus 7L87
I HATE the Electra but that's mainly due to the fact that Hunting replaced the Vanguard with them (a considerable amount of thanks go to Rolls Royce for a complete lack of Tyne spares) It's nothing personal though
A suitable candidate for AI at Coventry if nothing else
ATB
DaveB
And now the main reason the L188 and Convair 580s are getting sparse is the same thing - Rolls Royse (who now owns Allison) not producing an spares anymore for the earlier 501D's and in fact buying up a lot of them for smelting. I suspect that the lack of spares for the powerplants is what will finally ground the C-130H's as well.
Further to posts about Rolls Royce not now supporting the Tyne with spares I see there are still many Atlantiques and Transall C-160s flying. They still seem to have their original Tyne engines, are parts for them produced by the company that built the Tyne under licence?
They probably are. The trouble with the Vanguard is theirs was a very different Tyne with a completly different starter system for example.
The only other type sharing it was the Belfast which is why it is odd that CL-44 at Bounemouth was stripped to support the Belfast in Australia.
When the Belfast was retired by the RAF, 5 of them were bought by RR so they could canabalise the engines for spares.
Redcoat were having to send their CL-44 Tynes to Canada for overhaul and repair.
A similar thing happened with the survivng Bristol Freighters back in the 1990''s where they ran out of engines. The SNECMA for the Noratlas was no good nor was the many engines they could get from the Varsity stock. In the end a firm from Jersey came up with a mod to allow a Varsity engine to be fitted to the Bristols 170's.
Garry
"In the world of virtual reality things are not always what they seem."
Thanks for that explanation. I suspect these days that although the engineering of modifications to change engine sub types may be relatively simple the certification and acceptance of product liability makes it far too financially hazardous to do so. My engineering experience, such as it is, was for steam locomotives where a competent machinist could turn up new parts without needing a paper trail. Any break down just caused a delay to the service and no lives were at risk.
I've spent a few months on the Electra panel and have packaged it up for download for a limited time in the New Releases-Members Only forum before it goes world wide. Hopefully any glitches will be ironed out by then.
The Electra is an amazing achievement for the American industry; had it not had it's early setbacks who knows how many may still be in service. Indeed I taxied past an Altantic example at Edinburgh only last week and it's incredible to think it's over 50 years since the first flight and it still doesn't look out of place in service today.
Note that this download is a complete pack with J.R.Lucariny's model, which I believe to be the best FS9 model, included.
Please read the manual and installation readme file
Superb panel Frazier! Until now the most accurate Allison model was the CV-580 from Cal Classic. Your Electra flies well and functions correctly. While I never flew the Electra except as a pax and some jumpseat rides in a Navy P-3, I spent a lot of time in Hercs with the same engine (only mounted correctly) and very similar systems. It feels very right to me. Instead of HP the Herc gauges were torque (in "inch pounds" to a max of 19.600) and rpm was shown as "percent" (flight range 100% +/- 2%). The manual is very clear and explains the systems quite well.
The only suggestion I have is that the sub panel selection icons are a little difficult to read - but I suspect they'll become easier with experience.
It's nothing personal though 
