HDTenEightyP/NetNews huggingface dataset:
From: n9140981@henson.cc.wwu.edu (Christian Becker-LHE)
Subject: Re: SSA BBS INTERNET ACCESS
Organization: Western Washington University
Date: Fri, 22 Jan 1993 21:10:43 GMT

In article <432.1.uupcb@ssa.org> guy.byars@ssa.org (Guy Byars)  writes:
>
>  Since many of you have been asking "Is there any way to access the BBS
>stuff via Internet?", I have a solution.

I'd appreciate InterNet access (e-mail or FTP) to the SSA BBS. I don't get
SOARING magazine (gotta chat with SSA about that), so I was unaware of the
BBS's existence until I heard about it here.
Whatever is there, I'd appreciate being able to have access to it from
school.
-- 
[ Christian E Becker              | "Argue for your limitations,              ]
[ Lord High Executioner           |          and sure enough, they're yours." ]
[ The Lemming Club, International |                 Richard Bach- 'Illusions' ]
[ n9140981@henson.cc.wwu.edu      | "Truth is a non-zero value."-- me         ]
From: chr@senga.ka.sub.org (Christian Riede)
Newsgroups: rec.aviation.soaring
Subject: Re: Polare for LS-3a wanted!
Date: Tue, 26 Jan 1993 21:04:30 GMT
Organization: Private UUCP site
X-Newsreader: Arn V1.00

In article <1993Jan26.090917.23921@dikas.no>, Jon Marthins writes:

> Hallo,
> 
> I need the polare (L/D diagram ?) for my LS-3a, I've sent a request to
> Rolladen-Schneider but so far haven't received anything.  Maybe someone
> has this and can send it to me?


You could ask e-vario manufacturers, for example Ilec, Zander, etc.

Gruss, Christian

-- 
Christian Riede, Lange Strasse 88, D-W7500 Karlsruhe 51, Germany 
Tel. (+49) 721 {886091 | 608-4487 | 608-2749}  |   iso-8859-1:   
EMail: chr@senga.ka.sub.org, riede@ira.uka.de  |  ==aeoeuess 
            Fuel is a great substitute for brain
Newsgroups: rec.aviation.soaring
From: jon@dikas.no (Jon Marthins)
Subject: Polare for LS-3a wanted!
Organization: Dikas (Digitale Kartsystemer)
Date: Tue, 26 Jan 1993 09:09:17 GMT

Hallo,

I need the polare (L/D diagram ?) for my LS-3a, I've sent a request to
Rolladen-Schneider but so far haven't received anything.  Maybe someone
has this and can send it to me?

thanx,

	-jon


------------------------------------------------------------------------
Jon Marthins			DIKAS, Digitale Kartsystemer A/S
				P.O Box 9384, Gronland
				N-0135 Oslo, Norway
email: jon@dikas.no		Tel: +47 2 66 69 90 (+47 22 666990 from 22/1)
 or    mcsun!nuug!dikas!jon	Fax: +47 2 66 69 92 (+47 22 666992 from 22/1)
Newsgroups: rec.aviation.soaring
From: peterco@eff.org (Peter Cohen)
Subject: Newbie Wants Soaring Lessons in NE
Originator: peterco@eff.org
Organization: The Electronic Frontier Foundation
X-Newsreader: TIN [version 1.1 PL8]
Date: Thu, 28 Jan 1993 19:16:51 GMT


I'm really interested in soarers, and I've seen (occasionally) adverts for
lessons and passenger flights in the New England area (in various local
periodicals).  I haven't seen any lately, and I'm really curious if any
netters are familiar with any areas around Boston or New England that
offers such lessons.

Please email me with any and all leads.
-- 
+-----------------+------------------------------------------------+
| Peter A. Cohen  |   No, I don't reflect my employer's opinions.  |
| peterco@eff.org | Heck!  My employer doesn't even know I'm here! |
+-----------------+------------------------------------------------+
From: rex@eng.umd.edu (Rex Root)
Newsgroups: rec.aviation.soaring
Subject: PETERSBURG WAVE CAMP
Date: 21 Jan 1993 15:46:51 GMT
Organization: Project GLUE, University of Maryland, College Park
Distribution: usa
NNTP-Posting-Host: frob.eng.umd.edu
Keywords: Petersburg B.O.F.


I'm curious to how many netters will be attending the wave camp at Petersburg,
West Virginia, this Feburary.  Maybe we should think about getting together
one evening for some hanger talk.  .. and for those that have them, don't
forget your "rec.aviation" patches.

	*******************************************************

   Rex L. Root Jr.  PP-ASEL-G              "I only fly inverted on purpose."   
   Electrical Engineering Dept.
   University of Maryland                               ()   ()
   College Park, Maryland  20742                  _______\___/_______
   e-mail: rex@eng.umd.edu                            |   ( )   |
   voice: (301) 405-3688                         ---------------------
   FAX: (301) 314-9281                                     T
  
  
                                            (oops, this should be a 1-26)
From: guy.byars@ssa.org (Guy Byars) 
Newsgroups: rec.aviation.soaring
Subject: 1-26 Regional Records
Date: 18 Jan 93 23:37:00 GMT
Distribution: world
Organization: Soaring Society of America's BBS (513)-871-7720
Reply-To: guy.byars@ssa.org (Guy Byars) 


FEMININE CLASS

Region 2  
Distance in a Straight Line  Gayle P. Lathrop      PA   54.66  miles  5-3-92
Distance to a Goal           Gayle P. Lathrop      PA   54.66  miles  5-3-92
Absolute Altitude            Gayle P. Lathrop      PA   9,040  feet   4-28-92
Gain of Height               Gayle P. Lathrop      PA   6,150  feet   5-3-92

Region 4  
Absolute Altitude            Gayle P. Lathrop      WV   8,100  feet   2-23-90
Gain of Height               Patricia Valdata      MD   4,600  feet   6-9-91

Region 5  
Distance in a Straight Line  Diane Blake           FL   44.45  miles  7-8-90
Distance to a Goal           Diane Blake           FL   44.45  miles  7-8-90
Absolute Altitude            Diane Blake           FL   6,100  feet   4-22-90
Gain of Height               Diane Blake           FL   4,250  feet   4-22-90

Region 6
Distance in a Straight Line  Diane C. Blake        OH   46.02  miles  7-2-92
Distance to a Goal           Diane C. Blake        OH   46.02  miles  7-2-92
Absolute Altitude            Nell Wolfe Fuller     OH   6,600  feet   5-11-91
Gain of Height               Nell Wolfe Fuller     OH   4,800  feet   5-11-91

Region 7
Distance in a Straight Line  Kathleen C. Winters   MN   72.65  miles  6-4-89
Absolute Altitude            K. C. Winters         MN   5,300  feet   4-15-89
Gain of Height               K. C. Winters         MN   3,300  feet   4-15-89

Region 8  
Distance in a Straight Line  Sheila Eglowstein     WA   47.39  miles  8-3-91
Distance to a Goal           Sheila Eglowstein     WA   34.97  miles  6-1-91
Absolute Altitude            Sheila Eglowstein     WA  11,140  feet   8-3-91
Gain of Height               Sheila Eglowstein     WA   8,646  feet   6-1-91

Region 9  
Out and Return Distance      Joann B. Shaw         NM   95.54  miles  6-14-90
150 Km Out and Return Speed  Joann B. Shaw         NM   50.62  mph    6-14-90
Absolute Altitude            Luan Walker           CO  21,840  feet   5-26-91
Gain of Height               Joann B. Shaw         NM  13,750  feet   4-9-90

Region 11 
Absolute Altitude            Brenda Marie Arnett   NV  13,000  feet   6-24-90
Gain of Height               Brenda Marie Arnett   NV   4,500  feet   6-24-90

Region 12 
Distance in a Straight Line  Michelle G. Bray      CA   39.82  miles  4-24-88
Absolute Altitude            Michelle G. Bray      CA  13,760  feet   6-4-88
Gain of Height               Michelle G. Bray      CA   9,760  feet   6-4-88


JUNIOR CLASS

Region 6  
Out and Return Distance      Mitchell C. Hudson    IN   84.00  miles  6-26-92

Region 11 
Absolute Altitude            Brenda Marie Arnett   NV  13,000  feet   6-24-90
Gain of Height               Brenda Marie Arnett   NV   4,500  feet   6-24-90

--- WinQwk 2.0 a#571
From: guy.byars@ssa.org (Guy Byars) 
Newsgroups: rec.aviation.soaring
Subject: SOARING HALL OF FAME
Date: 27 Jan 93 01:14:00 GMT
Distribution: world
Organization: Soaring Society of America's BBS (513)-871-7720
Reply-To: guy.byars@ssa.org (Guy Byars) 


  Congratulations to Ed Byars of Clemson SC and Doug Lamont & wife of
Redway CA who were recently inducted in to the Soaring Hall of Fame.
                                                                                                                    
Newsgroups: rec.aviation.soaring
From: latyr@IASTATE.EDU (Leslie A Tyrrell)
Subject: Collegiate Soaring Competitions
Keywords: Collegiate Soaring Competitions
Reply-To: latyr@IASTATE.EDU (Leslie A Tyrrell)
Organization: Iowa State University
Date: Fri, 22 Jan 1993 21:54:03 GMT

Could someone post any info on upcoming US CSA
glider meets or competitions for this year?

Thanx, Les Tyrrell
latyr@iastate.edu
From: daviess@gov.on.ca (Stephen Davies)
Subject: Re: Rotax 582 vs. 912
Organization: Government of Ontario
Date: Fri, 22 Jan 1993 21:07:34 GMT

Just to broaden your question a little bit: A while ago I heard of a
Rotax 914 which was basically a turbocharged version of the 912, yet I
have seen scant mention of this engine in the homebuilt magazines (or
this newsgroup).  

Is the Rotax 914 still around?
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation.homebuilt
Subject: Re: RV4 vs RV6
Date: 26 Jan 93 12:42:18 GMT
 <C1F5pL.Jty@dartvax.dartmouth.edu> <1k1o97INN44d@transfer.stratus.com> 
  <1993Jan26.121239.16014@cbnews.cb.att.com>
Organization: Dartmouth College, Hanover, NH
X-Posted-From: InterNews1.0a5@newshost.dartmouth.edu

In article <1993Jan26.121239.16014@cbnews.cb.att.com>
adh@cbnews.cb.att.com (andrew.d.hay) writes:

> "Weekly?!?  Hey, I think my mailman is scamming 75% of my magazines from me!

Sorry, that was written during the 10th hour of work yesterday, I guess
I was a little punchy.

Corky Scott
From: franks@synoptics.com (Frank Stutzman)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Rotax 582 vs. 912
Date: 22 Jan 93 16:03:04 GMT
Reply-To: franks@synoptics.com
Organization: SynOptics Communications, Santa Clara CA

In article 840@nuchat.sccsi.com, conover@nuchat.sccsi.com (Mark Allen Conover) writes:
>Many of the kitplanes that I am investigating offer either a Rotax 582 or
>Rotax 912.   What are the benefits of the more powerful 912 ?  
>How long has it been around?  Has it proven itself?  

The 912 is a fairly new engine (in comparison with the other Rotax 
engines), but it has been used in enough homebuilts that I guess you
could call it "proven" (although it would seem to me that you would
have to take this on an airframe by airframe basis).

For me the biggest that the 912 has over the 582 (other than the more
HP) is that its a 4-stroke engine and therefore SOUNDS like a real aircraft
engine.  I used to own a experimental with a 503 on it and although I 
didn't mind mixing up fuel, I never got used to the whiney scream that 
it made. 

BTW, if I'm remembering right, the 582 has an automatic fuel mixing
system as well as dual carbs, advantages over its littler brothers.

 |Frank Stutzman                  | 
 |SynOptics Communications        |  If wishes were fishes
 |System Release Engineering      |  We would all be playing castanets 
 |Santa Clara, Ca                 |   
 |franks@synoptics.com            |       
Newsgroups: rec.aviation.homebuilt
From: yiannis@ccad.uiowa.edu (Yiannis Papelis)
Subject: Re: Rotax 582 vs. 912
Organization: CAD-Research, University of Iowa, Iowa City
Date: Fri, 22 Jan 1993 23:11:05 GMT

In some article  daviess@gov.on.ca (Stephen Davies) writes:
>Just to broaden your question a little bit: A while ago I heard of a
>Rotax 914 which was basically a turbocharged version of the 912, yet I
>have seen scant mention of this engine in the homebuilt magazines (or
>this newsgroup).  
>
>Is the Rotax 914 still around?

I had called the Rotax information number and asked exaclty the same 
question.  As correctly noted above, the 914 is a turbocharged version
of the 912.  The term 'still around' would not be valid since it was
never really around.  The engine is currently under development and
the expected shipping data is mid-to-late 1993.  The expected power
will be 100HP.  The person could not tell me what the development
status of the engine is, he did say however that there will be an
upgrade kit to allow a 912 to become a 914.  No word on cost as of yet.

Back on the 912 question, it has been installed in many homebuilds
but not enough time has gone by to allow some reliability results
to come by.  On paper, the 912 has several advantages, the most
important beign the dual CDI ignition, and built in suction pump.  
Of course the suction pump steals valuable horsepower but there's no
free lunch.  In any case, the engine's reliability (given data from 
a large population of engines) remains to be proven.  

Overhaule centers are popping out too, anybody has any overhaul prices ??

-- 
Yiannis E. Papelis,            - Electrical & Computer Engineering, U of Iowa
Center of Computer Aided Design- Home of the Iowa Driving Simulator & future
e-mail: yiannis@ccad.uiowa.edu - home of the National Advanced Driving Simulator
Newsgroups: rec.aviation.homebuilt
From: u883550@geo.geol.utas.edu.au (Chris Lasdauskas)
Subject: Pressure sensors for an altimeter
Organization: University of Tasmania, Australia.
Date: Mon, 25 Jan 1993 05:18:57 GMT

Thank you,
Chris


--
Chris Lasdauskas,                              | u883550@geo.geol.utas.edu.au 
Dep't of Geography & Environmental Studies     | FAX (002) 202 989
University of Tasmania,                        | Phone (OO2) 202 484 
GPO Box 252C, Hobart, TAS, Australia, 7001     | [internat. 61 (02) 202 etc]
Newsgroups: rec.aviation.homebuilt
From: primdahl@aps.anl.gov (Keith Primdahl)
Subject: paint
Keywords: paint
Reply-To: primdahl@aps.anl.gov
Organization: Argonne National Lab -- APS
Date: Fri, 22 Jan 1993 15:39:49 GMT

Someone has asked me what kind of paint is used on airplanes, especially the clear coating on aluminum?  



Newsgroups: rec.aviation.homebuilt
From: kawai@Csli.Stanford.EDU (goh kawai - n6uok)
Subject: Re: Mini 500 Heli - ?
Keywords: Mini 500 Heli
Organization: speech research program, sri international
Date: Fri, 22 Jan 1993 23:48:08 GMT

Mike Sidler (sidler@zek.ssc.gov) inquires:

  | What is a Mini 500 Heli? I now know it goes for $24.5K. How does it
  | compare with a Rotorway Exec?

I can explain what I know about these two helicopter kits.  Other people may
like to add their observations.

(1) The Rotorway Exec-90 is a two-seater, whereas the Revolution Mini-500 is
    a single seater.

(2) The Rotorway Exec-90 is already shipping, and quite a few have been
    built, with many satisfied owners.  The Revolution Mini-500 is not yet
    shipping, and its flying qualities are unknown.

(3) The Rotorway Exec-90 offers an optional training program for builders.  
    You not only learn how to assemble your kit (including balancing the 
    rotor blades), but also how to fly it.  You can earn your private
    helicopter rating rather economically.  The Revolution Mini-500 does not
    plan to offer such services.

Personally, I like the Exec-90 much more than I do the Mini-500.  I happen
to dislike two-cycle engines (which the Mini-500 uses), and I do like
liquid-cooled, electronic fuel-injected engines (which the Exec-90 uses).
And the overriding features I like about the Exec-90 are its looks and the
fact that it's a two-seater.  If I ever build a helicopter, I'd certainly
like to show off both on the ground and in the air.

Unfortunately, I don't have $50,000 at this time.  Oh well ...

----------------- Speech Research Program, SRI, Menlo Park, CA 94025-3493 USA
--- Goh Kawai --- work:(415)859-2231   fax:(415)859-5984   home:(415)323-7214
----------------- internet: kawai@speech.sri.com      radio: n6uok and 7l1fqe

Newsgroups: rec.aviation.homebuilt
From: sidler@smurf.ssc.gov (Mike Sidler)
Subject: Mini 500 Heli - ?
Keywords: Mini 500 Heli
Organization: Superconducting Super Collider Laboratory
Date: Fri, 22 Jan 1993 21:28:45 GMT


I tried to follow this group every once in a while(because I'm a want-to-be
pilot), so excuse me if this has been covered before. 

What is a Mini 500 Heli? I now know it goes for $24.5K. How does it compare
with a Rotorway Exec?

Thanks in advance - MS. 
-- 
----------------------------------------------------------------------------
Mike Sidler        
Superconducting Super Collider 
2550 Beckleymeade Ave. MS 4004
Dallas, TX  75237-3946       

sidler@zek.ssc.gov
----------------------------------------------------------------------------
From: Charles.K.Scott@dartmouth.edu (Charles K. Scott)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Rotax 582 vs. 912
Date: 25 Jan 93 16:50:43 GMT
 <1993Jan24.160410.15149@nuchat.sccsi.com>
Organization: Dartmouth College, Hanover, NH
X-Posted-From: InterNews1.0a5@newshost.dartmouth.edu

In article <1993Jan24.160410.15149@nuchat.sccsi.com>
conover@nuchat.sccsi.com (Mark Allen Conover) writes:

> Skystar (Kitfox) must be actively, though secretively, working on this 
> break-through technology.  Radial engine sound must be on the way.  Afterall,
> they have already provided the radial engine cowl, complete with rocker-arm
> bubbles.  :-)  Kinda reminds me of those fake shutters found on many suburban
> houses.  What would Ayn Rand say?

I wish they were.  Actually the bump cowl you mention was designed for
a radial engine they were intending to use.  Unfortunately, the engine
never got out of the development stage so Denney had to find a
different engine.  He liked the looks of the cowl so much though, he
decided to keep it even though it was not designed for the Rotax
engines most Kitfoxes fly with.  To the best of my knowledge, no small
radial is in the works for the Kitfox.

Corky Scott
Newsgroups: rec.aviation.homebuilt
From: prang@plato.ds.boeing.com (Ron Wanttaja)
Subject: Radial Engines (was Re: Rotax 582 vs. 912)
Organization: Boeing Defense & Space Group
Date: Tue, 26 Jan 1993 06:12:33 GMT

In article <1993Jan24.160410.15149@nuchat.sccsi.com> conover@nuchat.sccsi.com (Mark Allen Conover) writes:
>In article <1jpu7lINNsp@hpscit.sc.hp.com> devlin@avo.hp.com (Lee Devlin) writes:
>>When someone comes up with a noise cancelling muffler, 2 strokes will be
>>all the rage in aviation.  Noise cancelling will not mute the sound completely
>>but rather convert its noise to that of a radial or V12 merlin then
>>you'll see how popular two-strokes become :-).
> 
>Skystar (Kitfox) must be actively, though secretively, working on this 
>break-through technology. 

Wrong company.  Just got word tonight that Avid Aircraft has contracted for
fifty Sadler Radials, to be offered as an option on a new line of
budget Avid Flyers.  The Sadler is a four-stroke, six cylinder, two row 
engine which produces 65 HP at 3000 RPM.  Ready-to-fly weight 125 lbs.

                                          Ron Wanttaja
					  prang@plato.ds.boeing.com
Newsgroups: rec.aviation.homebuilt,rec.aviation.misc
From: prang@plato.ds.boeing.com (Ron Wanttaja)
Subject: Eat Yer Hearts Out (Was Re: Fly Baby Damaged...)
Organization: Boeing Defense & Space Group
Date: Thu, 28 Jan 1993 03:34:37 GMT

Did'ja ever have one of those moments where you clap a hand to your head
and yell, "I've been an idiot"?

I just did.

The A&P still hasn't come by to give the official pronouncment on the
extent of the damage to the Fly Baby's right wing.  I was standing in 
the garage, moping over the wing, when it hit me.

What an idiot I've been.  Me, who knows more Fly Baby N500F history than
anyone except Pete Bowers.

We've got a set of *spare wings*!

The BIPLANE wings!

Bowers designed the 'Baby to be either a monoplane or a biplane.  He built
a set of biplane wings 25 years ago... and in fact, N500F was flying with
them when I joined the club.  They consist of four new wing panels, two
interplane struts, and a center-section, and can be installed in less than 
an hour.

The temptation is great.  I could be flying again this weekend....
                                                               
                                |
      --------------------------+---------------------------
                 	      /(_)\                       
                      -------:==^==:-------      
                           [[|  o  |]]             
      --------------_________\_____/_________--------------
                          _  /     \  _
                         T T/_______\T T      Ron Wanttaja 
			 | |         | |      prang@plato.ds.boeing.com
			 """         """
From: devlin@avo.hp.com (Lee Devlin)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Rotax 582 vs. 912
Date: 22 Jan 1993 22:59:01 GMT
Organization: Hewlett Packard Santa Clara Site
NNTP-Posting-Host: hpavla.avo.hp.com
X-Newsreader: TIN [version 1.1 PL8.5]

Frank Stutzman (franks@synoptics.com) wrote:

: For me the biggest that the 912 has over the 582 (other than the more
: HP) is that its a 4-stroke engine and therefore SOUNDS like a real aircraft
: engine.  I used to own a experimental with a 503 on it and although I 
: didn't mind mixing up fuel, I never got used to the whiney scream that 
: it made. 

When someone comes up with a noise cancelling muffler, 2 strokes will be
all the rage in aviation.  Noise cancelling will not mute the sound completely
but rather convert its noise to that of a radial or V12 merlin then
you'll see how popular two-strokes become :-).


--
Lee Devlin    N3IWP    |    HP Avondale Division  | phone: (215) 268-5697 
Piper Colt N4986Z      |    Rt 41 & Starr Road    | email:
Spirit of rec.aviation |    Avondale, PA 19311    | devlin@hpavla.avo.hp.com

Newsgroups: rec.aviation.homebuilt
From: conover@nuchat.sccsi.com (Mark Allen Conover)
Subject: Rotax 582 vs. 912
Organization: South Coast Computing Services, Inc.
Date: Thu, 21 Jan 1993 21:30:24 GMT

Many of the kitplanes that I am investigating offer either a Rotax 582 or
Rotax 912.   What are the benefits of the more powerful 912 ?  
How long has it been around?  Has it proven itself?  

I would appreciate any comments.  Thanks.

Mark Conover  // conover@nuchat.sccsi.com
From: shauns@vice.ICO.TEK.COM (Shaun Simpkins)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Flying Wing
Date: 28 Jan 93 18:42:21 GMT
Organization: Tektronix Inc., Beaverton, Or.

> : 
> : 3)  What is the general net.wisdom regarding flying wings.  Must be someting

Besides all the other stuff, flying wings of necessity can not generate
very high coefficients of lift - about 1.1 to 1.2 instead of 1.8 to 2.0
for tailed aircraft.  This means that they have very high landing speeds
for good cruise performance, or high wing area to land slow.

The reason for this is that high lift coefficients are bought with a large
camber, which generates a large turning moment - the wing wants to pitch
down.  Since the flying wing has no tail, the moment of the wing must be
near zero.  This means low camber.  Indeed, flying wings tend to have
a reflexed trailing edge.

Flying wings also have very small CG ranges.  Unless you're quite clever,
this means that the pilot has to sit pretty near the quarter chord point.
...Lousy visibility...unless you make a HIGH wing flying wing...but then
you've got to build a fuselage for the pilot, which defeats the purpose...

-- 
				Shaun Simpkins
uucp:	{ucbvax,decvax,chico,pur-ee,cbosg,ihnss}!teklabs!tekcad!vice!shauns
CSnet:	shauns@tek
ARPAnet:shauns.tek@rand-relay
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation.homebuilt
Subject: Re: RV4 vs RV6
Date: 25 Jan 1993 22:06:31 GMT
Organization: Stratus Computer, Inc.
Distribution: world
NNTP-Posting-Host: wiley.ts.stratus.com

In article <C1F5pL.Jty@dartvax.dartmouth.edu>, Charles.K.Scott@dartmouth.edu (Charles K. Scott) writes:
> In article <1993Jan25.052808.21276@netcom.com>
> jmbrown@netcom.com (John M. Brown) writes:
> 
> > I am interested in differences between the two planes, other than what is
> > in the slicks the company ships.

...

> You might want to check with EAA for the phone number of Tony Bingelis
> who writes a weekly column for "Sport Aviation".  His column is based
	       ^^^^^^

Weekly?!?  Hey, I think my mailman is scamming 75% of my magazines from me!

(S.A. is monthly)
-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com