Items or Information Needed (Updated 23 February 2005)
Wiring harness replacements: Partially resolved. I acquired many replacement harnesses from Victorville California and Lake City Florida aircraft, but many more are needed, including the complete P5 panel harness assembly, because the one removed from a Victorville aircraft proved incompatible with my aircraft. I also need some other cockpit harnesses, several from the electronics bay, and two or three harnesses from the stabilator actuator bay in the top of the vertical stabilizer if possible. I'd probably need to remove these from an aircraft being salvaged myself, because it's quite difficult to convey exactly which harnesses are needed.
Steel control cable replacements: Several cables from the trailing side of the wings, others from the vertical tail, and some from the fuselage and landing gear bays. As above, I'd need to remove these from an aircraft being salvaged myself, because it's difficult to convey exactly which cables are needed. They'd be removed intact by disconnecting their couplings.
Emergency exit door liner mounting collars: I have a set of attractive newer style emergency exit door liners, but they utilize a perimeter collar mounting method, whereas my originals mounted with simple face to face bolts. So I just need the mounting collars that make the mounting of the new liners possible. I assumed I had this requirement resolved when I acquired a set of the doors from a retired freighter in Lake City Florida. But, alas, they use a third type of mounting interface which isn't compatible with any of the fascia panels I have. So I'm back where I started...
Main door liners: White door liners for the four main doors from a nice retired Delta 727 from Victorville were promised to be delivered by Aero Controls, but thus far that hasn't occurred. Mine are pretty rough, and need to be replaced.
Certain intact cockpit racks - see the images below: On P4, the light control rack (it contains four variable transformers or rheostats and a toggle switch). On P5, the "Window Heat" and "Cabin Attendant" racks with controls (just push buttons and switches). Plus the associated legend panels (and any others that may be available). Please refer to the images below which provide specifics. Email me if you'd like higher resolution versions of these images. As I recall, Aero Controls advised that these specific items are of little value, and that they would deliver them, but thus far that hasn't occurred.
A full set of pitot tubes, and an angle of attack vane (left side): None need to be functional since my need is just for appearance and fuselage sealing purposes (burned out heaters or a bad angle of attack vane don't matter to me). All were promised by Aero Controls, but were never delivered. The two cockpit window wiper motors referred to earlier in this paragraph were acquired from a retired freighter in Lake City Florida, as was the right side flight attitude vane.
Wing tip nav lights: All the wing tip nav lights were mistakenly removed from my aircraft by the dismantling crew. Aero Controls has since delivered one red and one green light fixture, but with just one bulb. Four fixtures and bulbs are necessary to restore these lights, so two more fixtures and three bulbs are needed to complete the set (unless oscillating light assemblies can be acquired). Larry helped here (thanks tons Larry!), but ideally I still need the original type components.
Oscillating nav lights or strobe lights: I'd sure like to acquire both a right and a left wing tip oscillating light assembly and mounting panel, which evidently weren't originally installed on my particular aircraft, but which are standard on many 727-200's. They can be nonfunctional (I'll fix them), or damaged or altered so as to meet aviation regulations to prevent installation in operating aircraft. Regarding strobe lights, evidently some 727-200's weren't equipped with any strobe lights. If mine was one of them, I may want to carefully custom install strobes in the wingtips and the tail cone alongside the oscillating lights. If you're aware of any similar aircraft that do have strobe lights mounted in those positions, I'd sure like to hear from you.
Cabin lights ballast transformers: The three large ballasts in the electronics bay that provide voltage multiplication (to 450 volts) for the 50 fluorescent cabin lights, as found in aircraft with the original style cabin (open faced overhead shelves), like mine. They were inappropriately removed from my aircraft by the Aero Controls dismantling crew, and were never replaced.
The caps for all the lighted push buttons in both the forward and the aft flight attendant's microphone and interphone equipped control panels (located next to the jump seats), and the caps for the aft lavatory occupied lights (located in the vertical section of the aft aisle ceiling panel, facing forward).
Plumbing and controls from the potable water tank to the water service ports: While I have the titanium water tank, all the plumbing and controls associated with the tank were removed and need to be replaced. This includes the water fill lines, drain lines, valves, and control rods.
Rear water system drain valve and connecting tubing: Located just below the left rear lav. This was mistakenly destructively removed by the Aero Controls dismantling crew, and subsequently scheduled to be provided by Aero Controls, but that didn't occur. This is just the hand operated valve, with associated water tubing, that serves the left rear lav. It's located just above the cabin air outflow valve described below.
Two compressors, one for each of the galley refrigerators: Mine are missing, evidently mistakenly removed by the Aero Controls dismantling crew. There should be one in the forward galley area (galleys one and two) and another in the rear galley area (galleys three and four).
Outer cabin windows: Some of mine suffer from crazing, abrasion or other damage which compromises their optical clarity. A full set was promised by Aero Controls from one of the Victorville aircraft, which were in quite good shape, but that didn't occur. As I recall, these are normally just discarded or recycled as scrap from retired aircraft. They're very quick and easy to remove once accessible, as in a dismantling project - my sense is that an entire set could be removed by one person with a power driver in about an hour. I acquired roughly 20 sets in excellent condition from a retired 737 in Lake City Florida. But most suffered scuffing during the U-Haul truck trip back. They were cleaned prior to packing to remove grit, but not spaced from one another, an unfortunate mistake. However, since they were clean, the scuffing is superficial and may buff out quickly. In any case, I still need quite a few good windows.
Modern interior finishing components: Mostly, but not completely, resolved by removal of a set from the Victorville aircraft: Ceiling and wall panels from a modern interior. My aircraft was equipped with the earliest original 727 interior, which had no lighting built into the ceiling panels, and less refined side panels - it's much less attractive than the later interiors, so I'm updating it.
Slat tracks: Resolved - I acquired a complete set of slats with tracks and actuators in excellent condition from a retired freighter in Lake City Florida. (The old slats are of low quality, with numerous patches, and are currently mounted with simple turnbuckles, which hold them in place, but don't provide a means to extend them for cleaning, which is required from time to time due to accumulation of pollen and other debris in the crevices between the slats and the wings. Also, there's no physical mounting back-up system, so if a turnbuckle failed the slat would free fall to the ground [or a bystander].)
Cabin air outflow valve: This is the device that mounts on the inside bottom of the fuselage just aft of the rear cargo bay (just behind a cover panel). It regulates the release of cabin air to the outside of the aircraft while maintaining cabin pressure. I don't need a fully functional valve - I just need enough of the assembly to seal the fuselage vent holes that the valve attaches to. (But the full assembly would be fine too of course.)
The latch receptacle that holds the rear door in the aft cargo bay in the open position: Possibly resolved - I acquired a couple of different types from a retired 737 in Lake City Florida - hopefully one is the correct type. (It's a simple latch receptacle that bolts to a ceiling beam that a latch on the door grabs so that the door will stay in it's fully open position. It's missing in my aircraft.)
A small used hydraulic pump: Aero Controls provided the air stair hydraulic distribution device, completing the hydraulic system for the air stairs except that a pressurized hydraulic source is required. So I need a small used hydraulic pump that's compatible with the specific fluid used in this system to power the air stairs. Except for the fluid compatibility issue, it could be almost any little pump, powered by almost any electrical source (DC, 60 Hz, 400 Hz, any voltage). A metal gear type pump might be appropriate. If you have or know of a possible match, I'd sure be interested.
A big engine inlet cowling or thrust reverser, 6 to 8 feet in diameter, and very roughly 5 feet high, from a 747 or similar: Rather than pouring a lot of concrete to make an immobile pillar for the front landing gear, I'm considering an alternate strategy involving a 747 or similar engine nacelle or thrust reverser with internal add-ins as a front gear pillar. The concept is to pour a concrete pad for the nacelle to rest on, with embedded bolts to secure it. Then, in order to fill the center with something for the 727's tires to rest on, and still keep the assembly portable so that it could be moved someday if necessary, and to make it strong but cheap, the center would be filled with vertically stacked 4" ABS plastic sewer pipe, with each pipe's length dependent upon its location relative to the center of the nacelle. The lengths would increase as the distance from the center increases, with about a foot of difference total from the center to the perimeter, progressing so that an inside bowl shape is created. In other words, the vertical pipes adjacent to the nacelle or thrust reverser would be about the same height as the nacelle or thrust reverser, but they'd be shorter as their location progressed toward the center. And each pipe end would be cut with a slant so as to create a smooth inner bowl shape. Then, finally, each would be individually filled with concrete for strength and to provide a relatively solid final surface for the tires to rest and roll on. There'd be some small gaps between pipes since that's the nature of stacked round pipes, but, practically speaking, I don't think that would matter since the gaps should be quite small compared to the tire's contact area. The materials are cheap - the pipes are about a buck a foot, and the concrete required is less than a full pour of an empty nacelle since the pipes themselves take up a significant amount of the volume. And the final outcome should be extremely strong in every way, yet relative easy to disassemble and move (except that the concrete footing pad would probably have to be repoured, but that's relatively easy and cheap, and perhaps unavoidable in any case). And I think it'll be reasonably attractive. The concept's not yet proven, and I haven't drafted a drawing yet, but it's the first and only concept that feels good so far - all the rest (two of which I've created preliminary engineering drawings for) leave me with significant doubts due to lack of engineering elegance or concerns about performance or aesthetics, or both.
A 60 Hz to 400 Hz power converter: I may have this resolved, pending successful modification of a 5 KW converter I recently acquired: Input: Either 120 or 240 Vrms, 60 Hz. Output: Almost any voltage, 400 Hz, 1.25 KW minimum. (28, 115, 200 and 450* Vrms are all necessary, but I can easily acquire transformers to provide voltage conversion). 400 Hz power is needed for all the fluorescent lights, the landing lights, the oscillating nav lights and rotating beacons, and other lights and motors. *The final ballast transformers for the fluorescent interior lights require a 450 Vrms 400 Hz input. But I hope to recover the first stage ballasts which were originally installed in the aircraft's electronics bay, but removed during the parts salvage work, and if so the 450 Vrms requirement would be eliminated. (I was able to modify an extra, inexpensive, uninterruptible power converter [aka UPS, for computers], to operate at 400 Hz rather than its usual 60 Hz, but it doesn't have enough capacity to power all the fluorescent lights. It makes a handy test fixture though.)
Copyright 2005, Howard Bruce Campbell, AirplaneHome.com.
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