Order placed late Friday evening, received in mail this morning, currently devouring with relish.
Thanks for the prompt service
Yup, me. Please send the PayPal payment to blue.envoy.services@googlemail.com[QUOTE=" Can anyone help?
I haven't seen either payment. You didn't happen to use a PayPal cheque by any chance?Thanks, Hobbes! PayPal's 'user will receive this amount' box is in fact what I actually used. I was lucky to find it.
No. I did receive confirmation from PayPal that the money had been sent. I meant to send it as a grand total (US $29.00 by PayPal's own conversion box) but through inexperience was obliged to break it down into (first) a payment for Airmail (US $12.96) and then (second) for the book itself (US $16.04).I haven't seen either payment. You didn't happen to use a PayPal cheque by any chance?Thanks, Hobbes! PayPal's 'user will receive this amount' box is in fact what I actually used. I was lucky to find it.
Chris
Thank you, Mr. Gibson!Twwarren - got them!
UK75 - got it!
Will post today.
Thanks
Chris
"penultimate" doesn't mean what that writer thinks it does.The Westland WG30 gets a mention in the book and some nice artwork. The actual machine seems to have been something of a "lemon".
During the short, sad life of the WG-30 in the USA I worked for Westland, Inc., first in Newport Beach California in support of AirSpur, and then in Herndon & Arlington, Virgina as PanAm /OmniFlight & then other potential operators such as Midway began to start up operations. As an A&P I worked in technical and spares support.
There was a fundamenal design problem with the power train system that manifested itself by the tail rotor 90-degree gearbox essentially beating itself to the point of catastrophic failure, which was the cause of the LA crash and an event nothing short of a miracle given that no one was killed or seriously injured. All anti-torque was lost and the aircraft went through high power transmission lines before impacting the ground. Certainly the fuselange is /was robust. Nice piloting as well, as the power lines were obscured until the last moment by ground fog.
This problem, and others related to the main rotor blades, were known in Westland-Yeovil management and engineering circles prior to the crash, but not widely discussed, and certainly not with the staff in the US. Despite this knowledge by Westland, no notification was given to the operators or airworthiness authorities. In fact, immediate and successful measures were taken in the US offices to remove all relevant intra-company correspondence from the USA offices and ship it to the UK before the FAA arrived. Had this not been done the company would most likely have been ruined consequent to exposure to US product liability /tort law. Because removal of these records was likely a criminal act as well, had such an action become known at the time the Agusta-Westland "US-101" (the 'maybe' presidential helicopter) would certainly have had some difficulty "getting off the ground" in the USA.
As a stop-gap measure BIM indicators, customarily used on main rotor blades, were introduced to the oil filler cap of the 90-degree gearbox and the boxes were charged with nitrogen. The BIM indicators did their job, and number of boxes were subsequently changed, however the basic design problem remained for these aircraft. I left the company after all US helicopter operations ceased and the remaining Westland-owned US airframes "rescued" from Evergreen Air Center in Marana, Arizona (another interesting, and this time amusing, story). I am unaware if the design problem was cured on existing or subsequent builds.
I worked w30s for airspur at LAX as a mechanic. I started after the crash in Long beach, it was my first A&P job. Those Gem 60s did not like california weather. We swapped them out often. Must have been at least part of reason the company failed.
http://www.aviastar.org/helicopters_eng/west_30.php has interesting comments.
During the short, sad life of the WG-30 in the USA I worked for Westland, Inc., first in Newport Beach California in support of AirSpur, and then in Herndon & Arlington, Virgina as PanAm /OmniFlight & then other potential operators such as Midway began to start up operations. As an A&P I worked in technical and spares support.
There was a fundamenal design problem with the power train system that manifested itself by the tail rotor 90-degree gearbox essentially beating itself to the point of catastrophic failure, which was the cause of the LA crash and an event nothing short of a miracle given that no one was killed or seriously injured. All anti-torque was lost and the aircraft went through high power transmission lines before impacting the ground. Certainly the fuselange is /was robust. Nice piloting as well, as the power lines were obscured until the last moment by ground fog.
This problem, and others related to the main rotor blades, were known in Westland-Yeovil management and engineering circles prior to the crash, but not widely discussed, and certainly not with the staff in the US. Despite this knowledge by Westland, no notification was given to the operators or airworthiness authorities. In fact, immediate and successful measures were taken in the US offices to remove all relevant intra-company correspondence from the USA offices and ship it to the UK before the FAA arrived. Had this not been done the company would most likely have been ruined consequent to exposure to US product liability /tort law. Because removal of these records was likely a criminal act as well, had such an action become known at the time the Agusta-Westland "US-101" (the 'maybe' presidential helicopter) would certainly have had some difficulty "getting off the ground" in the USA.
As a stop-gap measure BIM indicators, customarily used on main rotor blades, were introduced to the oil filler cap of the 90-degree gearbox and the boxes were charged with nitrogen. The BIM indicators did their job, and number of boxes were subsequently changed, however the basic design problem remained for these aircraft. I left the company after all US helicopter operations ceased and the remaining Westland-owned US airframes "rescued" from Evergreen Air Center in Marana, Arizona (another interesting, and this time amusing, story). I am unaware if the design problem was cured on existing or subsequent builds.I worked w30s for airspur at LAX as a mechanic. I started after the crash in Long beach, it was my first A&P job. Those Gem 60s did not like california weather. We swapped them out often. Must have been at least part of reason the company failed.