HDTenEightyP/NetNews huggingface dataset:
From: hutton@ncrcol.ColumbiaSC.NCR.COM (ed Hutton ext. 6488)
Subject: Re: Kneeboards
Organization: NCR E&M Columbia SC.
Date: Wed, 02 Sep 92 14:58:53 GMT

In article <1992Sep2.002802.22311@col.hp.com> davea@col.hp.com (Dave Allen) writes:
>cruz@ACF3.NYU.EDU (Nancy Cruz) writes:
>>         Hi... I am currently in the market for a decent kneeboard,
>> one that will last me quite awhile.  I am a student pilot who is
>
>So what do I know?? I've never even used a kneeboard.

	I'll chime in here. I may very well be a leading kneeboard expert!
Some of my flying buddies are convinced that I'm a little unstable on this
quest for the perfect cockpit management tool. I've gone so far as to use
a lap-desk which my friends call the "kneeboard from hell".

	So far the best kneeboard (with minor modifications naturally :-) )
for me has been "wild willy's" kneeboard from Sporties. I use NOS so your
mileage may vary. Wild Willy's kneeboard holds a NOS approach plate under
a big plexiglass panel. The plexiglass panel is spring loaded. With a timer
and grease pencil velcro-ed to the side, a goose neck light slides in next
to the plate easily. I clip my flight plan to the enroute and use the
kneeboard as a small desk if I need to write on the flight plan. Clearance
and ATIS info are written directly on the plexiglass above the approach
plate (a small patch of linen hangs off the side of the kneeboard (erasing
the plate is a quick wipe). I can take care of all the documentation with
one hand. Using post-its with the approaches listed (and potential alternates)
as markers on the NOS book makes changing approaches a one handed affair
also. This looks like my best solution, but did I tell your about that
yoke mount board I was looking at :-) :-) 

Ed

-- 
edward.hutton@ColumbiaSC.NCR.COM (Ed Hutton)
From: drchambe@tekig5.pen.tek.com (Dennis Chamberlin)
Newsgroups: rec.aviation
Subject: Re: Finding toxic waste (Re: Flying for the Environment)
Date: 3 Sep 92 17:16:10 GMT
Reply-To: drchambe@tekig5.pen.tek.com (Dennis Chamberlin)
Organization: Tektronix, Inc., Beaverton,  OR.

In article <RFINCH.92Sep2085532@venice.water.ca.gov> rfinch@water.ca.gov (Ralph Finch) writes:
>the environmental impact of airplane use, which just from gasoline
>consumption alone must be much worse than an automobile, especially
>when you consider that airplane engines don't have any emission
>controls.  

This is especially true during full-rich operation, where maybe 20% of the
fuel is vaporized for cooling, but unburned. 

But I wonder what the relative pollutant contribution of recip aircraft 
engines is when the mixture is leaned normally. Seems like optimum mixture,
constant power settings, better engine condition compared to the average car,
less idle time, etc. are factors that might reduce our emissions somewhat.

Anyone know more about this?
Newsgroups: rec.aviation
From: blake@wk60.nas.nasa.gov (Matthew W. Blake)
Subject: Avionics (King) questions
Organization: NAS, NASA Ames Research Center, Moffett Field, CA
Date: Wed, 26 Aug 92 16:18:02 GMT

Well, some scum sucking bastards stole much of the avionics out of several
aircraft over the weekend at Palo Alto Airport, California, and mine was
one of the unluckys.

So I have options! I have an Archer in excellent shape, it's in a flying
club and sees lots of VFR and IFR work.  It's well equiped with an 
autopilot, intercom, electric trim, etc.

What was taken:  (2) KX170B Nav/coms
                 (1) KR86 ADF
                 (1) KN64 DME

The insurance covers "replacement cost".  I do not want to get used 170Bs
as I do not wish to trust used equipment when I can get new (with King 
warranty) radios.  I would like suggestions from readers experienced with 
any of the following systems on what they think or would suggest.


----------------------------------
OPTION 1:

Get (2) KX155 nav/coms (new)
    (1) KR86 ADF (new)

Hold off on DME, get it later when I have the money or wait and see,
perhaps I won't need it if GPS keeps moving, get GPS/Loran instead.
Anyone know anything about the new King GPS reciever?  Is it GPS and
Loran in one?  

----------------------------------
OPTION 2:

Same as OPTION 1 except get (2) KX125 nav/coms (new King with LCD displays,
cheaper than 155) instead of KX155.  Any one used these?  Anyone used any 
avionics with LCDs?  How is the LCD in sunlight?  At night?

This seems like a good option as I might be able to afford the DME also
depending on how much cheaper the KX125 is.

----------------------------------
OPTION 3:

Get (1) KX125 nav/com (new)
    (1) KNS80 Integrated area nav, includes DME (used probably, maybe new)
    (1) KR86 ADF
    (1) KY96A com (new)

This option costs the most but I get an integrated navigation system.  Has
anyone got experience with the KNS80 or 81?  Is it easy for new users (renters)
to figure out?  What advantages over separate components?

----------------------------------
OPTION 4:

Get (2) KX155 or KX125 nav/coms (new)
    (1) Integrated nav allowing input of ADF antenna, DME antenna, GPS,
        and Loran.  Does such a beast exist?

----------------------------------

Unfortunately I must decide quite quickly in order to get the aircraft
flying/bringing in money so I can pay off all this expense.  Your (experienced)
input is greatly appreciated.

Matt Blake, PA28-181/N3576J
blake@nas.nasa.gov 

Newsgroups: rec.aviation
From: isen@cbnewsj.cb.att.com (david.s.isenberg)
Subject: NEFI/CLAMBAKE -- Who's REALLY gonna come? 
Organization: AT&T
Distribution: usa
Date: Fri, 28 Aug 1992 18:59:16 GMT

>Who: Potential NEFI/Clambake Pilots
>What: Tell me how many are coming.
>When:  On September 19th, Clambake starts at 1:00PM EST
>Where:  Katama Airport (1B2) Beach Taxiway/Parking Area
>Why:  Why not?

If you are planning to come to the NEFI/Clambake, please fill this form 
out and return it to me by Monday, September 14.  Do not send money, 
but please CONSIDER THE RETURN OF THIS FORM YOUR COMMITMENT
TO COME (if it is VMC), as binding as if you'd sent money.  
Late information WILL be accepted, but
when you know you're coming, send in the form.

Please keep me updated if you add (or subtract) passengers.
The most important variable in organizing this is the number of
clambake eaters . . .

------------------------------ cut here ---------------------------
1.  Pilot Name:
2.  Pilot Email Address:
3.  Pilot Phone Number:
4.  Airplane Make, Model and Registration:
5.  Departure Point:
6.  Landing at Katama (turf) or MVY (paved)?
6a. ETA (if known)
7.  If Saturday 9/19 is IMC, would you come Sunday 9/20?
8.  Number of Passengers (& Names):
9.  >>IMPORTANT<< -- Total number of Clambake Eaters:
    (Multiply above number by $25 and add $10 landing fee -- BRING CASH!)
10. Describe any special dietary needs you want me to negotiate:
11. Any volunteers for post-clambake Litter Patrol (or other duties)?
12. Comments, special requests, etc.:
------------------------------ cut here ---------------------------

COMMUNICATIONS:
For communications while enroute or at the NEFI, use 146.58 (for Amateur
Radio.  Call CQ rec.aviation), or 122.75 for air-to-air.
Other important frequencies:  Cape Approach 118.2 -- highly recommended
if it's a nice Saturday!  Otis Tower 121.0 & MVY Tower 121.4; mind the ATAs.

NEFI HOTLINE -- 0-700-A1-PILOT:  
Leave messages and/or get the latest info.  Toll free.
If you're lucky, I might even be home :-).
You must connect to the AT&T Network first, that is, if AT&T is not
your default carrier, dial 10-ATT first.  Then dial 0-700-A1-PILOT,
and when it asks for your four digit PIN, enter NEFI.

LANDING AT KATAMA:  Say "NEFI" on downwind.  Taxi to Beach Parking Area.
LANDING AT MVY:  Volunteer Shuttle Service to Katama will be available.
        Greg Travis is coordinating this -- expect more info soon.

STAYING OVERNIGHT:  Contact Greg Travis (greg@indiana.edu) for a possible
        place to stay and/or local knowledge on motels, camping, etc.

THIS IS GONNA BE BIG: I have positive indications of interest from 36
        planes!!!  List emailed on request.

UPDATES & CORRECTIONS:  Rick Kornheiser will bring his Stearman, but is 
        not too enthusiastic about giving rides after all, BUT he has a 
        friend with a Great Lakes biplane who he'll invite who DOES give 
        rides.  
        
See you there!

David Isenberg (US Mail: 916 BROAD ST., SHREWSBURY NJ 07702)
From: john@newave.mn.org (John A. Weeks III)
Newsgroups: rec.aviation
Subject: Re: Blue Angels' Final Show
Date: 2 Sep 92 02:31:25 GMT
Organization: Newave Communications, Ltd, Lake Wobegon, MN

In <1992Sep1.083522.3303@ducvax.auburn.edu> dmcleod@ducvax.auburn.edu writes:
> Does anybody know when the Blue Angels end-of-year show in Pensacola is
> going to be held this year?

November 13-14.  They are at Jacksonville Flordia on Oct 31 and Nov 1, and
Miami on Nov 7-8.  This will also be the final airshow of the season for
the Golden Knights.

The final Thunderbirds shows are Nov 14 at Beale AFB (CA) and Nov 15 at
Nellis AFB (Nevada).

The Snowbirds finish their season Oct 10-11 at NAS Point Mugu, CA.

-john-

-- 
==============================================================================
John A. Weeks III		(612) 942-6969		    john@newave.mn.org
Newave Communications, Ltd.			    ..!uunet!tcnet!newave!john
Newsgroups: rec.aviation
From: pfluegerm@gtephx.UUCP (Mike Pflueger)
Subject: Re: DEA on 60 minutes
Keywords: DEA, aircraft confiscation, TV
Organization: AG Communication Systems - Phoenix, AZ
Date: Wed, 2 Sep 1992 23:14:58 GMT

In article <1992Sep1.210653.15651@hpcvusn.cv.hp.com>, mark@hpcvxmsr.cv.hp.com (Mark Rowe) writes:
> Anybody catch 60 minutes this past weekend.  They had a clip on the
> DEA (drug enforcement agency) that seemed to me to pretty much confirm
> the concerns that have recently been expressed in this news group
> regarding the DEA's unrestricted (or at best lightly restricted) ability
> to confiscate anyone's aircraft and resell it in auction without any
> regard for due process.  The segment was a typical 60 minutes clip (read:


Well, at least the (proposed?) legislation to be allowed to shoot down
planes "suspected" of smuggling was canned!

Is this what they mean by "the friendly skies"?

-- 
Mike Pflueger, AG Communication Systems, Phoenix, AZ      PP-ASEL
    UUCP: ...!{ncar!noao!enuucp | att}!gtephx!pfluegerm
INTERNET: gtephx!pfluegerm@enuucp.eas.asu.edu
  Packet: WD8KPZ @ KB7TV.AZ.USA.NA    Work: 602-582-7049    FAX: 602-582-7624
Newsgroups: rec.aviation
From: egdorf@zaphod.lanl.gov (Skip Egdorf)
Subject: Re: Principle of ILS/LOC (was Re: Principle of VOR)
Organization: Los Alamos National Laboratory
	<EGDORF.92Aug27135630@zaphod.lanl.gov> <greg.714949186@saltydog>
Date: Mon, 31 Aug 1992 22:49:00 GMT

In article <greg.714949186@saltydog> greg@saltydog.dpsi.com (Gregory R. Travis) writes:
   In <EGDORF.92Aug27135630@zaphod.lanl.gov> egdorf@zaphod.lanl.gov (Skip Egdorf) writes:
   >An instructor stated in a conversation last night "ILS channels
   >are always on odd tenths (108.1, 108.3, ...) while VORs are on
   >even (108.2, 108.4) so that the unit can channel a different receiver
   >for the ILS and the VOR."

   The instructor was wrong, at least about VORs.  I count dozens of
   VORs on "odd" channels - Boiler VOR in Lafayette, IN is
   115.1 for instance.

Sorry for the imprecision: the actual quote was more like:
"VORs are even and ILS odd in the range 108.1 to 112.0."
I am not sure if that is inclusive...

I'll be visiting my radio shop in a week or so, and ask them then.

				Skip Egdorf
				hwe@lanl.gov
				N8849W
Newsgroups: rec.aviation
From: jhenderson@pomona.claremont.edu
Subject: Flights for Angel Flight, anyone?
Organization: Pomona College
Date: 25 Aug 92 16:08:53 PDT

Hello,

I'd like to get in touch with anyone who has flown any missions for Angel
Flight.

Thank you.
______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
Newsgroups: rec.aviation
From: merkel@convex.com (Kent Merkel)
Subject: Re: Best sunglass color
Organization: CONVEX Computer Corporation, Richardson, Tx., USA
Date: Wed, 26 Aug 1992 14:19:24 GMT
X-Disclaimer: This message was written by a user at CONVEX Computer
              Corp. The opinions expressed are those of the user and
              not necessarily those of CONVEX.

kerry@Ingres.COM (Kerry Kurasaki) writes:

>In article <1992Aug24.014656.9416@usenet.ins.cwru.edu> gdw@po.CWRU.Edu (Gary D. Wright) writes:
>>
>>I just spent an obscene amount on prescription RayBans, with
>>polarizing lenses, as I've always used for driving and found
>>to be terrific at reducing glare.  Now my flight instructor tells
>>me that Brown-3 is the way to go for aviation.  I've heard someone
>>else swear by grey-15 I think.  
>>
>>I'd be interested to hear opinions as to best color.  Or, as I'm
>>new to the net, if this has been hashed to death already could someone
>>please post me a summary, or direct to an old FAQ.  Thanks!

>A medical doctor in an FAA video recommends plain tinted lenses for
>flying.  Color was less critical.

>Plexiglass windshields can polarize light which makes polarizing lenses
>less desirable.

>Mirrored/reflective lenses were also not recommended for reasons I can't
>remember.  :-)  Maybe you already look "cool" enough in the cockpit.

>I would not worry too much about the color, but maybe be a bit more
>aware if the polarization has any adverse effects.  Please post your
>good/bad experience also.  It might help other pilots making similar
>decisions.

>Cheers,

>Kerry
Regarding polarizing lenses::   they can block the digital readouts
in some radio displays. This can cause some temporary grief and maybe
embarrassment.
Kent
From: jac@dvnspc1.Dev.Unisys.COM (Judy Cadmus)
Newsgroups: rec.aviation
Subject: Re: There I was - mag check
Date: 29 Aug 92 18:09:26 GMT
Organization: Unisys Corporation, Devon Engineering Offices

In article <1992Aug26.185809.20661@i88.isc.com> ericth@i88.isc.com (Eric Thiele) writes:
>Another anonymous tale - But I've also committed this one myself! - ET

>pre-takeoff list again.   Let's see now, mags both... oops..  Seems that
>I had forgotton to go back to both after checking the right mag.  I have
>yet to figure out why I didn't think to check the mag switch in the air.
>Ever since, I've always checked the mag switch as I'm advancing the throttle.

Well, I'll confess, I almost did the same thing recently.  My husband and I
were at Butter Valley Golf Port, and it was my turn to fly home.  I completed
the pre-takeoff check (I always use a checklist), and as I was about to taxi
to the active, my husband, who was sitting in the right seat, said, "Now what
are you forgetting?"  I proceeded to re-check everything - mixture, prop 
control, radios, instruments, cowl flaps, doors & windows shut, parking 
brake, etc., but I couldn't find anything amiss.  Finally, he pointed to the
mag switch, which was on one mag, not both.  "How could I have done that?", I
thought.  

I've always done a final check for mixture prop, fuel, carb heat, cowl flaps,
parking brake, and DG set after taxiing onto the active runway, right before
advancing the throttle, but I've now added a check for MAGS-BOTH!
-- 
--------------------------------------------------------------------------------Judy Cadmus  PP-ASEL, Instrument Student
Skylane N42202                                  jac@asns.tredydev.unisys.com
From: eds@aero.esd.sgi.com (Edward Schreyer)
Newsgroups: rec.aviation
Subject: Re: "Andrew" takes WWII planes (fwd)
Date: 28 Aug 92 02:05:47 GMT
Distribution: usa
Organization: Silicon Graphics, Inc.

I was at Oshkosh this year and viewed Kermit's Mosquito in the Eagle hangar.  I'm assuming it wasn't moved back to Florida and is therefore intact.  The signage near the plane indicated that it was to remain at the Eagle hangar for another few months.

-- 
Edward Schreyer                       
Silicon Graphics               
(415) 390-1086                       
eds@esd.sgi.com
From: dls@genrad.com (Diana L. Syriac)
Newsgroups: rec.aviation
Subject: Re: Air Lifeline experience
Date: 31 Aug 92 12:36:04 GMT
Organization: GenRad, Inc.

In article <2#gnr0m.rkaplan@netcom.com> rkaplan@netcom.com (Richard Kaplan) writes:
>Why Do Pilots Love Flying for AirLifeLine?
>
>.... Several miscellaneous [and appropriate] quotations omitted ....
>
>"Despite the thunderstorms.... and the fog.... we made it.  Later,
>we learned that the little girl was totally recovered."
> -- Oscar Victor
>
>IMHO the above encourages an inappropriate attitude toward safety.
>
>Regarding the detailed case you described, I feel the level
>of urgency imposed by carrying urgent medical cargo creates
>an unacceptable level of risk.  Specifically, this is why 
>the FAA licenses Commercial pilots and Part 135 operations
>to a higher level of professionalism than private pilots.

I could be mistaken, but is there ACTUALLY a clause in this AirLifeLine
organization which requires you to be a Private pilot?  Why couldn't a
Commercial pilot or even ATP pilot be donating his time?  You 
agreed that Commercial pilots are appropriate for this type of flying.
What makes you think there WEREN'T used?

I have no knowledge of AirLifeLine.  I do know that Civil Air Patrol 
pilots are occasionally asked to do things that are not "VFR", but 
only those who are qualified would be asked.  Note, in ALL flights,
SAFETY is uppermost.  I expect the same is true for AirLifeLine.

Diana





->Diana L. Syriac (Carlson) dls@genrad.com	Ham: KC1SP (Sweet Pea)      <-
->I'D RATHER BE FLYING!	P-ASEL, INST		CAP: 1LT, Freedom 690 Mobile<-
->AD ASTRA, PER ASPERA				Airplane: C-172 N6513E	    <-
->GenRad, MS/6, 300 Baker Ave, Concord, Mass.  01742  (508)369-4400 x2459   <-
Newsgroups: rec.aviation
From: mazanec@convex.com (Robert Mazanec)
Subject: CAP info
Date: Thu, 3 Sep 1992 22:38:41 GMT
Organization: Engineering, CONVEX Computer Corp., Richardson, Tx., USA
X-Disclaimer: This message was written by a user at CONVEX Computer
              Corp. The opinions expressed are those of the user and
              not necessarily those of CONVEX.

The CAP is certainly getting a lot of `air' play these days.  Since
we're on the subject and there seem to be numerous knowledgeable folk
about, I'll ask some little questions that I've been carrying 'round for
a while:
    
    1.  Is a PP-ASEL-IA who doesn't own a plane useful?

    2.  Besides SAREXs and real SAR work, is there other flying
	involved?  What other activities/classes/whatever are there?

    3.  Should I forget the whole thing if I don't want to give up
	my past-shoulder-length ponytail?

bob
--
Robert L. Mazanec @ Convex Computer Corp.
mazanec@convex.com

DISCLAIMER: You think they PAY me to say this stuff??
Newsgroups: rec.aviation
From: ccla@marlin.jcu.edu.au (Lee Askew)
Newsgroups: rec.aviation
Subject: Long EZ email group
Date: 23 Aug 92 22:56:04 GMT
Organization: James Cook University

Does anyone know if there is a Long EZ mailing group??

Thanks Lee.



  Regards, Lee Askew	Internet:ccla@marlin.jcu.edu.au
  Phone: +61 77 814944           L_ASKEW@damsel.jcu.edu.au
  Fax:   +61 77 796371  Austpac :PSI%27372000051::L_ASKEW
                        Snail: Senior Programmer
			       Computer Centre
			       James Cook University
                               Townsville, 4811
			       QLD, Australia
From: bav@hobbes.ksu.ksu.edu (Brick Verser)
Newsgroups: rec.aviation
Subject: Re: how to do a mag check?
Date: 30 Aug 1992 01:20:06 GMT
Organization: Kansas State University
NNTP-Posting-Host: hobbes.ksu.ksu.edu

chem4-aa@garnet.berkeley.edu (Lonnie C. Martin) writes:
>Both ... 2 clicks left ... 2 clicks right (back to both) ... 1 click left
>... 1 click right (to both)
>
>I don't recall whether 2 clicks left is the right or left mag, but this
>method assures that the runup is completed on two mags. Well, it improves
>the chances, anyway. If the last switch requires 2 clicks, then it is
>possible to inadvertantly move only one click. One less chance of an error.

I used to do 2 clicks first, then 1 click.  But one day I actually had a
bad mag which resulted in a backfire as I passed the first click (I
went slowly enough turning the key that the engine had time to be upset
when I re-energized a mag, but fast enough that I didn't have time for
the sound of a dying engine to register).  I modified my procedure to do 
1 click first, then 2 clicks.  Any good reason not to do it in this order?
I'd never actually given any thought to what was going to happen during
a mag check if I really had a dead one (turns out the original 17-year-old
Cessna wiring had finally worn through at the firewall).

--Brick
Newsgroups: rec.aviation
From: cmi@oracle.uucp (Eileen Riley)
Subject: Re: Postscript Checklists for 150/152/172 ?
Organization: Oracle Corporation, Redwood Shores CA
Date: Fri, 28 Aug 1992 00:50:34 GMT
X-Disclaimer: This message was written by an unauthenticated user
              at Oracle Corporation.  The opinions expressed are those
              of the user and not necessarily those of Oracle.

I am just putting the finishing touches on a HyperCard stack that I am going to use on my powerBook 170.

I has all the various pre-flight, post-flight etc checklists and also various important info for both c152's and c172. I have made it in a format that makes it easy to add new lists and new aircraft.

If this is somthing that interests people, email me and I will be happy to send you a beta copy.

Jon Barron

Newsgroups: rec.aviation
From: jhenderson@pomona.claremont.edu
Subject: Re: Proposed MSP Fly-in (Was uamwfi, or something like that)
Organization: Pomona College
Distribution: usa
Date: 3 Sep 92 14:54:03 PDT

In article <1992Sep3.153041.9344@walter.cray.com>, osh@cray.com (O'Shaughnessy John) writes:
> 
> One reason to fly into a big airport, is that it's fun!

Let's have the next left coast fly in at LAX! (sorry, couldn't resist)

Speaking of which, when +is+ the next LCFI?

______________________________________________________________________________
Javier Henderson, N6VBG         | Beat the 55mph limit (legally):
jhenderson@pomona.claremont.edu | Learn to fly!
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation
Subject: Re: Homebuilt Fly-by-Wire
Date: 4 Sep 92 12:08:06 GMT
 <1992Sep4.003027.12229@den.mmc.com>
Organization: Dartmouth College, Hanover, NH

I read the article in Kitplanes too and wondered why anyone would want
to install a fly by wire system.  To be absolutely safe, the writer
indicated that the system should have a manual backup.  In otherwords
it would be a standard cable or pushrod activated system but would
primarily use the computer controlled servo's.  Sounds like more
weight.  The benefits are that the software could be designed to fly
the airplane better than anyone could by coordinating the controls as
only a computer could.... I guess.  It still sounds like an enormous
amount of work and expense for coordinated flight. 

Corky (now planning fuel tank construction) Scott
From: Brian.Horn@west.sun.com
Newsgroups: rec.aviation
Subject: Re: Comparing Tach and Hobbs rates?
Date: 28 Aug 1992 16:42:53 GMT
Organization: Sun Microsystems, Mt. View, Ca.
NNTP-Posting-Host: pongo

In article <1992Aug28.162042.18025@eecs.nwu.edu> phil@eecs.nwu.edu (William LeFebvre) writes:
>For that matter, exactly what IS tach time?  I mean, I know basically
>what it is, but....  Well, let me ask it a different way.  Fill in the
>blank:  1 hour of tach time is equivalent to one hour of engine operation
>at ____% power.  Does it vary depending on the engine?

Tach time is generally thought to be 1 hour tach time = 1 hour real time
at "normal" cruise.  What this really means is that it depends on the
tachometer installed.  I believe that one of the most common (light aircraft)
tachs has it set so that 1 hour of 2375 RPMs = 1 hour of real time.

As far as % power, this doesn't work well with constant speed props as
power is a function of RPM & manifold pressure (mostly, a few other factors).
It is only on fixed-pitched props that your function has a chance of working.
I believe that you will find that for fixed-pitch prop planes, as a rule-of-
thumb, 75% would be close.
Newsgroups: rec.aviation