HDTenEightyP/NetNews huggingface dataset:
From: lee@bluefuzz.sw.stratus.com (Lee Cooprider)
Newsgroups: rec.aviation
Subject: Re: Flames (and bumper st
Date: 24 Aug 92 02:19:56 GMT
Organization: Stratus Computer, Software Engineering

In article <4221.164.uupcb@ssr.com> dick.zeitlin%acc1bbs@ssr.com (Dick Zeitlin) writes:

>WS> ."Real Naval Aviators treat their ladies with respect...."
>  > .     -letter to S.J. Mercury News from a Naval Aviator re. Tailhook :-)
>
>How about someone else's lady?

And how about all the ladies (and other women?) who don't belong to anyone?  I
believe that in the United States, during the current era, that group accounts
for 100% of them. :-}
-- 
Lee W. Cooprider				PP-ASEL/IA
Lee_Cooprider@vos.stratus.com			Skylane N2908F "Wiley"
Newsgroups: rec.aviation
From: burke@tss.com (Jim Burke)
Subject: Re: Principle of VOR
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Date: Wed, 26 Aug 1992 23:11:02 GMT

In article <170900001@hpubvwa.nsr.hp.com>, eldonb@hpubvwa.nsr.hp.com (Eldon Brown) writes:

|> Your ground school instructor really did simplify things, 360 separate
|> antennas? Well, here is a simple explanation to present the concept, and then 
|> a more detailed explanation of what goes on.
....


|> requested. An omni ground station has two antennas. One is designed to
|> electronically rotate a signal, a directional beam, at 1800 revolutions per
|> minute. 


This is interesting.  I'm not an electronics or RF buff, but I can't see
how a single antenna can transmit a highly directional signal on all 360
radials.  Anyone know how this works?  I'm familiar with highly directional
antennas for receiving, but they usually must be pointed.

-- 

	Jim Burke	"Life is uncertain - eat dessert first!"
	Teknekron Software Systems		... burke@tss.com
  	phone:(415) 617-2432			... uunet!tekbspa!burke
From: evan@irss.uucp (Evan H. Ng)
Newsgroups: fido.aviation,rec.aviation
Subject: Re: KIWI AIRLINES [MD-11 NOTE too]
Date: 3 Sep 92 17:14:53 GMT
Organization: New Jersey Institute of Technology

In article <1992Sep1.233217.17818@mnemosyne.cs.du.edu> mperlman@nyx.cs.du.edu (Marshal "Airborne" Perlman) writes:

>Lets see...who died lately? (well...a few years)
> 
>PSA: Planes had a happy face on them.
>AIRCAL: Cool paint job.

   Owned by American...

>REPUBLIC: Ugly paint job.

   Merged with Northwest

>JET AMERICA: Cool paint job too.
>WESTERN: Can't belive it...they had a nice operation.
>BRANIFF: Can believe it...PLAD AIRCRAFT? Yea Right!

   Had "designer" planes

>EASTERN: Don't know if they ever were an airline.
>PEOPLES EXPRESS: Hah...pay the $99 >ON< the plane! I remember that.
>NY AIR (or something like that): Big apple on the TAIL, made me hungry.

   I think it merged w/ Continental

>FRONTIER: Big 'F' for "Forgot to put the gear up" (personal story).
>STATES WEST: Who the hell uses SHORT 360s? TOO LOUD!

   A lot of airlines do:
	AER LINGUS
	OLYMPIC AIRLINES
	USAIR, etc.

>GOLDENWEST: Who names their airline after a COMMUNITY COLLEGE?
> 
>Anyone got anything else (and/or a comment)?


  Don't forget the ever popular Pan Am... great paint job on the A
	Airbuses (A300 & A310)
  MIDWAY AIRLINES: Gone, nice paint job on the 737-200s
  PIEDMONT AIRLINES: Largest fleet of F28s, but merged with USAIR
 

(Part of message deleted)
  

>It was an Alitalia MD-11..they called it DEYGO <G>...anyhow..the guy
>took of more or less..straight up...pretty neat...he flew out to Catalina and
>BACK in the same time it took me to work 1/2 of the pattern! SHEESH!

  A outstanding display of modern technology.  How were
	the GE CF6 engines?

  See any w/ PW4000s?

	Adios,

	Me.
	(Evan Ng)
From: robie@umbc4.umbc.edu (Mr. William Robie; POSI (GRAD))
Newsgroups: rec.aviation
Subject: Re: Paragliders
Date: 2 Sep 92 21:34:37 GMT
Organization: Univ. of MD, Baltimore County

In article <2510481@hplvec.LVLD.HP.COM> slutz@hplvec.LVLD.HP.COM (Rob Slutz) writes:
>I am interested in the sport of paragliding and am wondering
>if anyone can point me in the right direction to get more
>information. Comments from those with personal experience 
>would also be nice.
>
>Rob Slutz, slutz@hpmtlrs.lvld.hp.com
>

The US Hang Gliding Association (PO Box 8300, Colorado Springs, CO., 80933)
would be one of the best places to start looking for information.  They are
currently administering a paragliding program, but a separate organization
may very well eventually emerge to specifically handle paragliders and their
pilots (just as happened with the ultralight folks).

Another good thing to look into is "Paragliding: The Magazine" (bi-monthly pub.
-- subscriptions are $26 a year from: 3314 West 11400 South, South Jordan 
Utah, 84065).  A copy of this magazine was forwarded to me recently, and it
is interesting enough to get me thinking about trying the sport.
From: deragon@GROUCHO.CS.NYU.EDU (John Paul Deragon)
Newsgroups: rec.aviation
Subject: Jeppesen Student Kit
Date: 4 Sep 92 02:57:47 GMT



	Hi.... I am seriously thinking about taking flying lessons
at Teterboro (TEB) airport in NJ.  The school there that was mentioned
is part of Million Air.  My question is this:

	They *require* the purchase of the Jeppesen Student Pilot
kit.  Basically it consists of a hard cover book entitled the
"Private Pilot Manual" and an abridged version of the FARS,
along with a Sylabus, Test booklet and Manuvers guide.  You also
get a plotter and a cardboard flight computer, all this sets you
back about 130.00.   
	
	Is this kit required for all flight schools?  Also, what
is everyones opinion of the Jeppesen kit.


	Thanks.  John 

Newsgroups: rec.aviation
From: davew@tfs.com (Dave Whitlock)
Subject: Re: Overloaded Cherokee Crash comments
Organization: TRW Financial Systems
Date: Fri, 28 Aug 1992 00:18:40 GMT

This brings up a question.  How does a CFI handle a student that does
not seem "sensable."  Have any CFIs out there had a student that you
had to say "You a not mature enough to be a pilot" ?

Newsgroups: rec.aviation
From: thad@lever.asd.sgi.com (Thad Beier)
Subject: Re: Low-cost GPS receiver
Reply-To: thad@sgi.com
Organization: Silicon Graphics
Date: Tue, 25 Aug 1992 18:16:07 GMT

My friend at Trimble took apart a Pyxis for me, and it
is clearly a first-generation machine, many, many
discrete parts wired together clumsily.  Not what
you'd expect from Sony.  He thinks that Sony might
be dumping the Pyxis' at a low price (you should
be able to get a really good deal on them, since
the wholesale price is in the low 100's) because
they are going to come out with a newer one soon.

The Trimble FlightMate, of couse, is a work of art,
both inside and out, which is why he took the
Pyxis apart for me.  I find the six-button interface
a little limiting, though.
-- 
Thad Beier..Silicon Graphics..415)390-1028..thad@sgi.com..C-172A N7770T.....FLY!
From: geoff@peck.com (Geoff Peck)
Newsgroups: rec.aviation
Subject: Re: Dear Abby (Re: Scary Stories...)
Keywords: Never again, confessions
Date: 25 Aug 92 22:06:00 GMT
Organization: Geoffrey G. Peck, Consultant, San Jose CA

One of the new groups which is proposed in the rec.aviation
re-organization is a group called rec.aviation.stories.  This group will
be a moderated group for longer postings of the "I was there" type --
explicitly including ones in which the author wishes to remain anonymous.
Follow-ups will be directed to other newsgroups, which may reduce the
tendency to quickly criticize.

Before anyone creates an ad-hoc anonymous posting service, let's allow the
re-organization vote to run its course, and if rec.aviation.stories is
created, we'll have a very good way to handle anonymous postings.  OK?

(Yes, the Call-for-Votes has been sent in, but it hasn't come back out yet
-- it's in the hands of the moderator of news.announce.newgroups.
Hopefully, it will be posted within in a day or so...)

						Geoff
Newsgroups: rec.aviation
From: news@massey.ac.nz (USENET News System)
Subject: Re: Assembling gliders
Organization: School of Maths. and Info. Sci., Massey University, Palmerston North, NZ
Date: Wed, 26 Aug 92 22:56:29 GMT


In article <1992Aug26.140558.3912@brtph560.bnr.ca> rlarsen@bnr.ca (Richard Larsen P220) writes:
>He had forgotten to hookup the ailerons. How often is assembly a problem
>or cause of accidents? Has anyone ever had a wing come off?

In NZ when a glider is assembled it must be checked and signed off by
the assembler and another person. The only accident I have heard of
in NZ that was caused by incorrect assembly wasn't signed off.

I'm not sure if there is any qualification required before you are
allowed to sign off a rigging check, but as you are required to
have a C certificate to do a DI I guess you would need at least
that.




-- 
Philip Plane
P.J.Plane@massey.ac.nz
Newsgroups: rec.aviation
From: phil@eecs.nwu.edu (William LeFebvre)
Subject: Re: Last Call for the Upper Mid-West Fly In
Organization: EECS Department, Northwestern University
Distribution: usa
Date: Fri, 28 Aug 1992 14:33:05 GMT

In article <9208272003.AA09098@skyhawk.CFSMO.Honeywell.COM>, tima@CFSMO.Honeywell.COM (Timothy D Aanerud) writes:
|> Last Call: An Upper Mid-West Air Usenet Fly-In! (umwaufi?)
...
|> Who's going:
|> William LeFebvre	<phil@eecs.nwu.edu>
|>     Passenger: Eric Thiele <ericth@i88.isc.com>
|>     Passenger: Phil Jern <vnet.ibm.com?>
|>     IL  DPA    N8228G    C-172     white/maroon       Full

Phil Jern had something unexpected pop up at the last minute.
So I now have 2 empty seats again (max 300 pounds).  If you 
are in the Chicago area and are interested in going, get in touch
with me TODAY (Friday).

[Hmmm....I didn't mean to imply that Phil takes up both seats......
He's not THAT big......Sorry, Phil!  :-) ]

		William LeFebvre
From: yurkon@rudolf.nscl.msu.edu (John Yurkon)
Newsgroups: rec.aviation
Subject: Glass Goose
Keywords: Glass Goose Oshkosh
Date: 26 Aug 92 14:12:13 GMT
Reply-To: yurkon@rudolf.nscl.msu.edu (John Yurkon)
Organization: National Superconducting Cyclotron Laboratory

While at Oshkosh I noticed a bi-wing amphibian homebuilt labeled the
Glass Goose.  Is anyone familiar with this aircraft and the
manufacturer?
	Thanks,
		John
From: peggy.bbs@cybernet.cse.fau.edu
Newsgroups: rec.aviation
Subject: Cessna 150's
Date: 27 Aug 92 19:53:24 GMT
Organization: Florida Atlantic University, Boca Raton

We are looking for a C-150 with much time until next
engine overhaul and complete log books. We live in
what used to be South Florida....anybody know of
anything????
Peggy Golden Warrior N38897
Newsgroups: rec.aviation
From: reece@eco.twg.com (Reece R. Pollack)
Subject: Re: crossing a runway, and instructor relations
Reply-To: reece@eco.twg.com (Reece R. Pollack)
Organization: The Wollongong Group (East Coast Operations)
Distribution: rec
Date: Thu, 27 Aug 92 17:43:24 GMT


It looks like the AIM has been quoted enough, so I'll spare the text. :-)

When you join AOPA, you get this massive book which contains, among other
useful information, a copy of the AIM and many parts of the FARs. Toss
this in your flight bag.

Flight instructors are subject to the same human failings as everyone else.
While I'll rarely argue with an instructor in the aircraft, I *have* handed
over the book after we're tied down. Most of the time it's to resolve some
subtle question on FARs, like "can I count the time spent getting a high-
performance checkout towards my PIC X-C time?"

On a few occasions, it has been to correct an inaccurate pronouncement by
some "I'm-never-wrong" CFI. The most recent time was when a CFII a friend
of mine was thinking about hiring told him in no uncertain terms that he
wouldn't be able to count simulated instrument (ie hood) time he got flying
with me towards his -IA rating, and that he'd have to fly all 40 hours
dual.

When disagreeing with an instructor, err on the side of caution, then
resolve the issue when you're back on the ground. Just MHO.

--
Reece R. Pollack
PP-ASEL -- Octopus Flying Club (based GAI)
From: rob@cats.ucsc.edu (99708000)
Newsgroups: rec.aviation
Subject: Re: Air Lifeline experience
Date: 4 Sep 92 06:13:41 GMT
Organization: University of California; Santa Cruz
NNTP-Posting-Host: ucsco.ucsc.edu


In article <s#mn_0n.rkaplan@netcom.com> rkaplan@netcom.com (Richard Kaplan) writes:
>In article <1992Sep02.032446.4421@qdeck.com> jbrown@qdeck.com
> (Jordan Brown) writes:

>Is AirLifeline useful and laudable?
>Absolutely.  

>Does (or at least should) it save lives? 
>No, at least not in a time-critical sense.  Let THOSE
>critical decisions be made by an air ambulance/air cargo
>service with the proper background to judge both 
>aviation and medical risks. 

Umm are we loosing sight of the point here?  People who need
AirLifeline assistance CANNOT AFFORD an air ambulance--
talking about them is beside the point--they are out of the picture--
not relevant to the discussion because no one will pay them.
(Unless you are volunteering, Dr Kaplan?)
-- 

-Rob Strand

   From Bitnet: rob@ucscvm  From Internet: rob@ucscvm.ucsc.edu    
Newsgroups: rec.aviation
From: schneidj@eecs.wsu.edu  (John B. Schneider)
Subject: Re: Calibrating Tachs (was Re: Comparing Tach and Hobbs rates?)
Reply-To: schneidj@eecs.wsu.edu
Organization: Washington State University
Date: Mon, 31 Aug 92 17:53:04 GMT

In article <greg.715275744@saltydog> greg@saltydog.dpsi.com (Gregory R. Travis)  
writes:
> Turn the plane so that you are facing directly away from the sodium
> lamp.  Rev up the engine.  The prop will appear motionless at exactly 1800
RPM.
> When you have the prop "stopped" look at your tach and note what it says.
> In my case, the tach reads 1700RPM - i.e. it is 100RPM too low.  I simply
> add 100 RPM to whatever I see on the tach to get the real RPM.
> 

Don't these lights just flicker at 60 Hz so that any harmonic of 60 Hz will
stop the prop?  When you saw the 'stopped' prop, how do you know that you
weren't at the 29th harmonic (1740 rpm), or better yet, the 28th harmonic
(1680 rpm).  Your tach may be only 40 high or 20 low.

--
John Schneider
schneidj@eecs.wsu.edu
Newsgroups: rec.aviation
From: geoff@peck.com (Geoff Peck)
Subject: Re: Oops, the throttle came off!
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Wed, 26 Aug 1992 07:32:36 GMT

In article <JCRAWFOR.92Aug25161932@chseq.oracle.com> jcrawfor@oracle.com
(John Crawford) writes about an aircraft in which the throttle became stuck
on at full power.

What to do?

    (1)  Position the aircraft abeam the numbers on downwind for a
	 normal power-off landing, chop the mixture, and land it.
    
    (2)  Do something odd, like somehow slow the plane down using
	 drag devices, come in on final, and chop the power once
	 over the runway (probably at a relatively high speed, but
	 if you *really* slow it down, you might manage to fly it
	 near minimum controllable airspeed at full power without
	 stalling it).

    (3)  Realize that there is a second control in the airplane
	 which you can use to control the engine's power output:
	 the *mixture* control -- and use it to reduce the power
	 output to enable you to make a semi-normal landing.

Well, choice (3) is probably the most conservative approach, and is what I'd
recommend to the average pilot.  It might cause some harm to the engine, but
for most low-powered aircraft engines, doing this for a short time won't hurt
anything.  Besides, remember the old motto "bend the tin to save the skin."

Choice (1) is probably best left to pilots with lots of experience in
deadstick landings *in airplanes* such as CFI's, ag pilots, and
taildragger-pilots-who-learned-the-old-way.  Choice (2) is OK only if you
have a looooooooooong runway -- of course, if you can seek out a
looooooooooong runway, it might well be the best way to go.  How
looooooooooong is looooooooooong?  I'd suggest probably 8,000-10,000 feet at
a minimum.

						Geoff
Newsgroups: rec.aviation
From: Bill Hole <bill@mdl.com>
Subject: Re: Number of U.S. Pilots  (was Number of small aircraft wanted)
Organization: Micro Dynamics, Ltd.
X-Useragent: Nuntius v1.0
Date: Tue, 1 Sep 1992 19:19:14 GMT

In article <1940106@hpgrla.gr.hp.com>, leed@hpgrla.gr.hp.com (Lee Devlin) 
writes:
> Based on my personal observations, many people (> 50%) get their pilot's
> license and then don't use it.  After a few inactive months, they no
> longer trust their flying skills and thus lose the desire to bore holes
> in the sky.
> 
> I don't know why this happens, except perhaps because they've failed to
> establish other aviation-related goals.  For them, a pilot's license is
> a goal in itself and, once achieved, it leaves them at a loss as to what
> to do next.

Why do so many pilots stop flying not long after getting their licenses?
I think one major factor is a combination of finances and psychology. When
one is in the process of fulfilling this wonderful goal of learning to
fly, it's easy to justify the expense. Once the license is in hand, the
expense of flying becomes much harder to justify.

I realized early in my training that I would have a strong psychological
barrier to continued flying once I got my ticket. If I joined a flying
club or rented from an FBO, I would have this conversation with myself
every time I wanted to fly:

"It's a beautiful day, I think I'll go flying."
"But it'll cost $50 just for an hour. If I want to go anywhere interesting
it'll cost $100 or more. That's a lot of money."
"OK, I'll play Tetris instead."

When I realized this would happen, I decided to buy my own C-150. Out of
pocket expense for an hour's flying in this plane is $5-10 depending on
whether I use car gas or avgas. Now when I look outside and the weather is
VFR, my conversation goes more like this:

"It's a beautiful day, I think I'll go flying."
"You'd darn well better, that plane is gonna rust away if you don't give
it some exercise."
"All right, you talked me into it."

The psychological/financial barrier is gone. I know the actual expense is
much higher, with monthly loan payment, insurance premiums, tiedowns,
annuals and maintenance, ad povertium. It may work out to be more than the
cost of renting (I haven't totalled it up because I don't want to
know  :-)  ) But getting in the plane and flying adds so little to the
total that I have no compunction about flying every decent weekend.

I guess the point I'm trying to make is that it's hard to feel good about
spending $50-100 or more for a short hop around the patch or to go out and
work on proficiency for an hour. It's no wonder so many pilots fall away
from flying (no pun intended). Anything a pilot can do to reduce the
impact of flying expenses will help to get him/her in the air more often.

Bill Hole   (note: not the Bill Hale who often posts here)
From: hdnea@usho92.hou281.chevron.com (David Neal)
Newsgroups: rec.aviation
Subject: Re: Building your own (dirt) runway?
Date: 27 Aug 92 04:34:37 GMT
Organization: Chevron

In article <1992Aug26.233609.8552@usenet.ins.cwru.edu> wb8foz@skybridge.scl.cwru.edu (David Lesher) writes:
>Others said
># Hoi> Landing lights?  Home-make maybe?  (no, please no dropping flares from
># Hoi> airplane, cannot do that day in and day out) 
># 
># The little box that turns the lights up when you click the mike
># cost about $1,000 in 1988.  The fixtures to hold the lights were
># about $50 and the lights themselves were about $12 each.  The
># rig to hold the fixtures is just made from 2" pipe.
>
>If you buy them.....
>[...]
>The lights? Well, you see, a 120v lamp fits nicely in a Mason
>jar. And a 1/2" pipe flange rivets nicely to the top^X^X^Xbottom
>piece. Romex even runs up the conduit. To keep the temp down and
>lengthen the lamp life, a transformer ran the lamps at ~~100
>volts.
>[...]
>--

My good friend Chas Hunt and I are in the process of installing
a runway lighting system on his farm outside of Austin, TX.

He paid $350 for a used (circa 1976) radio runway controller.
Works great -- the things built like a tank. State of the
art? Who needs it?

We also incorporated PVC conduit and heavy gauge Romex wire.

PVC+wire runs .17/ft. The lights, all weather fixtures and hardware
to connect to the PVC runs $14.  We got everything we needed
except the electronics at Home Depot.



-- 
--
David Neal -- hdnea@hou281.chevron.com 
Conserve water, California's deserts need more cotton farms.
From: ark@alice.att.com (Andrew Koenig)
Newsgroups: rec.aviation
Subject: Re: crossing a runway, and instructor relations
Date: 29 Aug 92 02:18:06 GMT
Reply-To: ark@alice.UUCP ()
Distribution: rec
Organization: AT&T Bell Laboratories, Murray Hill NJ

In article <1992Aug28.212147.29942@aero.org> lmiller@aero.org (Lawrence H. Miller) writes:
> In article <CSTACY.92Aug26144058@wheat-chex.ai.mit.edu> cstacy@ai.mit.edu (Christopher C. Stacy) writes:

> >The FAA says that an ATC instruction to "taxi to" a runway is a
> >clearance to cross any inactive runways between here and there.  

> 	A clearance to taxi TO a runway
> 	is also permission to cross ALL intervening runways.  BUT,
> 	it is NOT permission to cross the runway you're taxiing to

You're both right.  Note that the original post said `inactive runways,'
which I interpret to mean runways other than the one being taxied to.
-- 
				--Andrew Koenig
				  ark@europa.att.com
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation
Subject: Re: Number of U.S. Pilots  (was Number of small aircraft wanted)
Date: 27 Aug 92 19:23:51 GMT
Organization: Stratus Computer, Inc.

In article <14326@auspex-gw.auspex.com>, tpickett@auspex.com (Tom Pickett) writes:
> In article <1940106@hpgrla.gr.hp.com>, leed@hpgrla.gr.hp.com (Lee Devlin) 
> writes:
> > Based on my personal observations, many people (> 50%) get their pilot's
> > license and then don't use it.  After a few inactive months, they no
> > longer trust their flying skills and thus lose the desire to bore holes
> > in the sky.
> > 
> > I don't know why this happens, except perhaps because they've failed to
> > establish other aviation-related goals.  For them, a pilot's license is
> > a goal in itself and, once achieved, it leaves them at a loss as to what
> > to do next.
> 
> I'm one of those people without a goal in mind who think that a 
> Private Pilots license is a goal in itself.  Somehow I and quite a few
> others seem to manage to still eek out some enjoyment from aviation and
> flying without devoting myself to complications.  I have been flying
> since 1977, without an IFR license or even a commercial license, and
> I don't have any plans to get either one of them.
> 
> I'm not at a loss for what to do next -- I'm still learning how to fly
> and the thought that it is necessary or required that I go after 
> additional ratings in order to have the interest or reason to expand
> my abilities and skills is flat wrong.  I think you're wrong to say
> that 50% of the people who get pilot's licenses are then left with
> no confidence and never fly again.

I think Lee was referring to the large number of pilots who just plain
stop flying fairly soon after obtaining their private license, not everyone
who earns their private and then continues to fly but doesn't go for
additional ratings.  At least that's how I read it, and I agree with it.  
It's not that they don't feel confident of their flying ability when they 
get their ticket, rather that their confidence is reduced by the fact that 
for any of a multitude of reasons, they're not flying enough to maintain 
their skills, and so they eventually end up not flying at all.

Does anyone have statistics on the number of licensed pilots versus number
of current medical certificates?  Would this be a valid comparison, or are
medical certificates issued to non-pilots such that using them for comparing
current to noncurrent pilots isn't possible?

How about the percentage of people who drop out after obtaining a student
pilot certificate?
-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation
From: ron@pilot.njin.net (Ron Natalie)
Newsgroups: rec.aviation
Subject: Re: Number of U.S. Pilots  (was Number of small aircraft wanted)
Date: 29 Aug 92 19:15:50 GMT
Organization: Rutgers Univ., New Brunswick, N.J.

> My assumption is that since the license never expires,
> the government includes even those without current medicals in the
> number of private pilots licensed.

The ~300,000 number quoted here is based on pilots with current
medials.