HDTenEightyP/NetNews huggingface dataset:
From: burke@tss.com (Jim Burke)
Subject: Re: 0-320 conversion experience?
Reply-To: burke@tss.com (Jim Burke)
Organization: Teknekron Software Systems. Inc.
Distribution: na
Date: Mon, 4 Jan 1993 17:13:26 GMT

In article <1993Jan3.225319.13192@porthos.cc.bellcore.com>, patter@dasher.cc.bellcore.com (patterson,george r) writes:

|> I was speaking to the local maintenance people yesterday about a similar
|> conversion - upgrading a 172 from 140hp to 180hp. One of the locals has
|> done this and reports an increase in speed from 110 knots to about 150.
|> Part of this increase is due to the fact he also put new paint on the
|> plane. He says, though, that the fuel consumption went up so much that
|> the range is actually less with the bigger engine. Another fellow here
|> spoke to the Penn-Yan (sp?) people about this, and they verified that.

The 180hp Penn Yan 172 I have flown several times doesn't go anywhere near
150kts.  It is closer to about 125kts at most at 75%.  It does carry more
weight and climb very well, though.  But I'd be suspicious of anyone who
claims 150kts.  

-- 
***********************************************************************
 Jim Burke	"Life is uncertain - eat dessert first!"
 Teknekron Software Systems		... burke@tss.com
 phone:(415) 617-2432			... uunet!tekbspa!burke
Newsgroups: rec.aviation.owning
From: ST402421@brownvm.brown.edu (Chris Paine)
Subject: Re: Warrior Water Leakage
Organization: Brown University
Date: Mon, 11 Jan 1993 22:00:18 GMT

I also have a Warrier which leaks. I've sealed the windshield and
windows in the door; no effect.  My mechanic thinks the water is getting
in at the wing root, through the holes through which the aileron controls
etc feed; I haven't made any attempt yet to deal with the suggestion
(it's 20 F out there, and windy).  Maybe in March.  Anyway, the
suggestion sounds reasonable to me.
                                    CP
















































Newsgroups: rec.aviation.owning
From: doshay@ursa.arc.nasa.gov (David Doshay)
Subject: Re: Leasebacks & tax considerations
Organization: NASA-Ames Biocomputation Center
Date: Wed, 13 Jan 1993 01:13:56 GMT

STICK EVERY POSSIBLE DISCLAIMER HERE

The passive loss rules generally make it preferable for the individual
leasing an aircraft to an FBO to NOT want the activity to be considered
'passive' by the IRS. If you do not want the activity to be considered
passive, then you must spend a considerable amount of time involved in
the activity. Some of the rules are outlined in the IRS booklet on 
depreciation. I do not remember the number, but I think that there are
2 of these booklets and you need both. There are various words in there
about aircraft, and various words about long term and short term rentals,
although the two relevant paragraphs are not talking about short term 
rental of aircraft. Most of the words describe what IS passive, and some
of the words explicitly state things about aircraft.

After all of this hedging, I will state that I did not consider the 
leaseback of my aircraft a passive activity for tax purposes. I kept 
reams of records to back up my contention. I kept myself "in the loop"
with respect to all maintenance decisions. I wrote seperate checks for
all expenses. Most FBOs want to deduct expenses before writing a check to
the plane owner. It drove the bookkeper crazy, but I insisted that it not
work that way for me.

I have not been audited, so I cannot promise that any of this is what the 
IRS thinks.

David		doshay@soma.arc.nasa.gov

The thought police insist I tell you:
my thoughts, not NASA's
From: jd5f+@andrew.cmu.edu (Jeffrey Dunkle)
Newsgroups: rec.aviation.owning
Subject: Re: Parts for BeechCraft
Date: 11 Jan 93 03:23:25 GMT
Article-I.D.: andrew.wfILHBG00WBKA1On99
Organization: Sponsored account, Carnegie Mellon, Pittsburgh, PA

>I like to solicit some experiences of acquiring parts for Beech Bonanza
>or any GA aircraft that any of you may own.
>	1. How much time/money do you usually spend hunting for replacements?
> 
>	2. Was parts availability a consideration when you purchased
>	   the aircraft?
> 
>	3. Where do you usually get your parts?

JT
Since the Bonanza assembly line still operates, though at a "very" slow
rate, parts are available.....at a price, from Beech.  But, as you
probably know, the Bonanza nameplate goes back decades and there is a
fair reduction in availability of parts with the age of the airframe of
interest.

With many aircraft, and the Bonanza in particular, the American Bonanza
Society (or the analogous association related to other airframes) can be
of significant help.  The Bonanza Society in particular is very helpful
in tracking down hard to find parts.  I don't have their address here at
the office, but the AOPA lists most all of the special aircraft
organizations.

Good luck

Jeff Dunkle
Newsgroups: rec.aviation.owning
From: mlb@donner.cc.bellcore.com (bullock,michael l)
Subject: Warrior Water Leakage
Organization: Bellcore, Livingston, NJ
Distribution: usa
Date: Sun, 10 Jan 93 18:24:24 GMT


Hi:
I am a rec.listener of a few months, but this is the first time
I have attempted to post.  So I hope this makes it out on the net.

My partners and I own a '79 Piper Warrior II.  We love the airplane,
but have been plagued with water leakage problems around the
door and baggage compartment access.  We have had the door and
baggage door seals replaced.  This initially helped some, but
still, after a good rain we have a carpet that ranges from damp
to quite saturated.  We've been known to have a windscreen frost
build-up on the INSIDE of the windshield!  The upper door latch
can't be adjusted any tighter; as it is, the door is difficult
to latch.  Have others had water leakage problems,
particularly in Pipers, where new gaskets alone haven't solved the
problem?  Any different kind of gaskets which might work better?
Has anyone had any experience with any FBOs (in the central NJ area)
who have succeeded in correcting water leakage problems in Pipers?
(Maybe we just need to find some FBO that has more experience
working with a Warrior).

My mechanic suggested that a cover is the best way to keep the water
out.  What's the net.wisdom on covers?  Do they keep water out?  How
easy are they to install and remove?  Can they be handled in the wind?
How effective are they for reducing the inside summer temperature?
As good as the reflecting shields (which we already use in the summer)?
I assume you wouldn't use both reflecting shields on the inside AND
a cover on the outside (or would you?).
Any brands people are particularly fond of?

Mike Bullock
mlb@cc.bellcore.com
Xref: sparky rec.aviation.owning:355 rec.aviation.misc:1247
From: dfr@usna.navy.mil (PROF D. Rogers (EAS FAC))
Newsgroups: rec.aviation.owning,rec.aviation.misc
Subject: Re: ferrying an aircraft from greensboro-ft collins-sandyeggo
Date: 9 Jan 93 03:38:16 GMT
Followup-To: rec.aviation.owning
Distribution: na
Organization: U. S. Naval Academy

In article <1993Jan08.113035.23761@ncrcae.ColumbiaSC.NCR.COM> hutton@ncrcol.ColumbiaSC.NCR.COM (Edward.Hutton) writes:
!In article <737@oscar.UUCP! hurvitz@oscar.UUCP (Dennis Hurvitz) writes:

!!i hope there are no headwinds, cuz the cars below will pass me.. guess i
!!could taxi all the way there.   :)

!	I have a little time in C152s IFR. I always had this fantasy that
!one day I would be flying IFR into a severe headwind and get an ammended
!clearance requiring a hold at a VOR -- and just pull the power back until
!I could remain 'in a hover (sic)' over the VOR :-).

I once hover'd a C172 and of course an Aeronca 7AC is dirt simple
to hover.

Dave Rogers

Newsgroups: rec.aviation.owning,rec.aviation.misc
From: hutton@ncrcol.ColumbiaSC.NCR.COM (Edward.Hutton)
Subject: Re: ferrying an aircraft from greensboro-ft collins-sandyeggo
Organization: NCR E&M Columbia SC.
Distribution: na
Date: Fri, 08 Jan 93 16:30:35 GMT

In article <737@oscar.UUCP> hurvitz@oscar.UUCP (Dennis Hurvitz) writes:
>..., so if there are any netters interested in helping put away
>a few brews (i'm gonna need it after flying a 152 for 1250+ nautical
>miles from north carolina to colorado, in the winter, in 2 days..),...
>
>i hope there are no headwinds, cuz the cars below will pass me.. guess i
>could taxi all the way there.   :)

	I have a little time in C152s IFR. I always had this fantasy that
one day I would be flying IFR into a severe headwind and get an ammended
clearance requiring a hold at a VOR -- and just pull the power back until
I could remain 'in a hover (sic)' over the VOR :-).

	I've sure had flights were ground speed was little more than
a fast walk. Have fun -- but be sure to give the Smokies the same
respect you'll give the Rockies. Mountains are mountains...

Have fun,

Ed


-- 
edward.hutton@ColumbiaSC.NCR.COM (Ed Hutton)    
Xref: sparky rec.aviation.owning:373 rec.aviation.misc:1272
From: jd5f+@andrew.cmu.edu (Jeffrey Dunkle)
Newsgroups: rec.aviation.owning,rec.aviation.misc
Subject: Re: A nice touch from TERRA
Date: 11 Jan 93 03:48:59 GMT
Article-I.D.: andrew.IfILf=O00WBK01Opcq
Organization: Sponsored account, Carnegie Mellon, Pittsburgh, PA

>I elected to have a new Terra encoder installed as well as the King
>TXPD.
> 
>The nice thing is that I got a letter from Terra today thanking me
>for my purchase.  A nicer thing was the hand-typed envelope addressed to me.
>The really nice thing was the letter inside, which looks like it came
>right off a Diable 630 or NEC spinwriter - I.e. the letters are
>a crisp courier font.  I don't know how good laserprinter technology
>is these days, but I sure can't tell if it's a laser-printed letter
>or if someone actually sat down and typed it!

The latest issue of "Private Pilot"  (Feb '93) has an article by Don
Downie about Terra.  The comments in the article about the company and
Pres. RIchard Donovan  are consistant with your experience....as are
customer quotes, including the experiences of those who had problems
after the sale, and the way the company made good on them. 

I'd be interested in others experiences.  My club operates 3 IFR Cessna
singles and we spend a bunch each year on avionics repair.  We'd never
considered "Terra" gear for upgrade/replacement.  Might pay them more
attention.

Jeff Dunkle
Newsgroups: rec.aviation.owning
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: Re: Flybuddy Loran
Organization: Data Parallel Systems, Inc
Date: Sun, 10 Jan 1993 16:50:03 GMT

In <Lga3wB1w165w@elbert.sandr.com> elamjd@elbert.sandr.com (Dan Elam) writes:

>When the loran comes on it goes through the usual chain seeking and the
>red blinking light goes out after it locks onto the chain.
>When you push the direct button and try to program in a destination, the 
>unit lets you select airport, VOR, etc and puts you into the edit mode.
>Here's where the problem is.  The unit will not allow you to make changes 
>to a valid designation.  In fact, usually you can't even get letters.  
>Most of the time it's just goofy ascii characters.  After a few twists of
>the knob the loran locks up and turning the knob won't even change the
>characters on the display.

Dan,

I have experienced almost identical symptoms with my FlyBuddy.  It
sometimes happens several hours into a trip when simply selecting
another "direct-to" waypoint.  The same goofy characters on the display
followed by a total lockup.  Sometimes it takes SEVERAL power cycles
to get the unit back on-line.

I don't think it's your generator - I have an alternator in my plane.

My unit's not done it in the last six months or so, so I kind of forgot
about it.  The only, weak, correlation that I've been able to make is
one between moisture and the symptom.  It SEEMS to me that it usually
happens after I wash the plane or its been sitting out in the
rain.  Almost like water getting under the antenna base and shorting out
the antenna<->cable connection.  I do NOT think I'm getting any water on
the FlyBuddy itself!

But, both (rain & wash) have happened often within the last six months without
the symptoms returning.

Because I have always been able to "get the unit back" and the unit is out
of warranty, I have not (yet) sent it in for service.  Since you also have
the problem, it sounds like it might be a "known" bug with an easy fix.

greg
--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
Newsgroups: rec.aviation.owning
From: laubach@hpl.hp.com (Mark Laubach)
Subject: Re: Another cylinder cracked!
Date: Thu, 7 Jan 1993 01:30:34 GMT
Organization: Hewlett-Packard Laboratories Palo Alto,CA
X-Newsreader: TIN [version 1.1.4 PL6]

A related piece of data from our club: as of 1/1 they have disallowed
touch-and-goes in all club aircraft. Apparently recent overhauls have
revealed too many cracked cylinders.  The club management and plane
owners feel that the thermal shock is too much for any type of engine.
I'm not sure this specifically relates to your problems though,
however your stats did not mentioned whether touch-and-goes are allowed.

--
Mark  
PP-ASEL-G/AT

Newsgroups: rec.aviation.owning
From: doug@alliant.com (Doug Bloomberg)
Subject: Re: Upgrading AA5A to 160 hp.<avgas after 96>
Organization: Alliant Computer Systems Corp.
Date: Fri, 8 Jan 1993 16:59:44 GMT

In article <1993Jan6.193444.12472@porthos.cc.bellcore.com> patter@dasher.cc.bellcore.com (patterson,george r) writes:
>In article <1993Jan6.172830.30049@alliant.com> doug@alliant.com (Doug Bloomberg) writes:
>>>...............  The 160 hp is limited to 100LL.  That may not be significant
>>>now, but come 1996, and there will be no leaded fuels.  
>>
>>	News to me, I hadread that there would still be 100LL due to the fact
>>	that the current engines couldn't run with out the lead needed for
>>	valve lubrication. I would like to read more on this.
>
>Contact the AOPA. They'll be glad to fill you in. Avgas has definitely been
>exempted from the current laws banning lead in fuel, but come '96, there
>*will* be a problem with the transport and contamination, which will probably
>make leaded fuel very expensive. Most of the manufacturers have refused to
>commit to continued production of avgas. This doesn't mean that they'll quit.
>Phillips has stated they will continue to manufacture avgas (not necessarily
>leaded).
>
>
>The valve lubrication argument won't wash, though. Should the powers that
>be dictate total removal of lead, you'll be springing for valve replacement
>just like classic car and motorcycle owners had to do.
>
 BIG DIFFERENCE between classic car and motorcycle engines and Aircraft Engines. The  car and cycle engines Are NOT Certified Airworthy! 


	Thanks,
	Doug Bloomberg

Newsgroups: rec.aviation.owning
From: patter@dasher.cc.bellcore.com (patterson,george r)
Subject: Re: Upgrading AA5A to 160 hp.
Organization: Bellcore, Livingston, NJ
Date: Wed, 6 Jan 93 19:34:44 GMT

In article <1993Jan6.172830.30049@alliant.com> doug@alliant.com (Doug Bloomberg) writes:
>>...............  The 160 hp is limited to 100LL.  That may not be significant
>>now, but come 1996, and there will be no leaded fuels.  It will be uneconomical
>>for the refineries to make 100LL as the only leaded fuel (containment and
>>disposal problems).  
>
>	News to me, I hadread that there would still be 100LL due to the fact
>	that the current engines couldn't run with out the lead needed for
>	valve lubrication. I would like to read more on this.

Contact the AOPA. They'll be glad to fill you in. Avgas has definitely been
exempted from the current laws banning lead in fuel, but come '96, there
*will* be a problem with the transport and contamination, which will probably
make leaded fuel very expensive. Most of the manufacturers have refused to
commit to continued production of avgas. This doesn't mean that they'll quit.
Phillips has stated they will continue to manufacture avgas (not necessarily
leaded).

There's also talk of the feds funding research into lead substitutes for
aviation use.

The valve lubrication argument won't wash, though. Should the powers that
be dictate total removal of lead, you'll be springing for valve replacement
just like classic car and motorcycle owners had to do.

-----------------------------------------------------------------------
                    | I think that I shall never see
George Patterson -  | a billboard lovely as a tree.
                    | Indeed, unless the billboards fall,
                    | I'll never see a tree at all.
-----------------------------------------------------------------------
From: elamjd@elbert.sandr.com (Dan Elam)
Newsgroups: rec.aviation.owning
Subject: Flybuddy Loran
Date: Fri, 08 Jan 93 09:08:20 EST
Organization: Imaging Consultant

Folks I need your collective expertise.

My poor old N7347T 172 runs great, but the Flybuddy II we've got in it
keeps screwing up.  Here's what happens:

First, 47T has a generator - no alternator.  The Flybuddy has worked in
the past, but I don't know if the generator might have damaged the 
Flybuddy.  I can't figure out how it could have, but thats why I'm asking 
the net.

When the loran comes on it goes through the usual chain seeking and the
red blinking light goes out after it locks onto the chain.
When you push the direct button and try to program in a destination, the 
unit lets you select airport, VOR, etc and puts you into the edit mode.
Here's where the problem is.  The unit will not allow you to make changes 
to a valid designation.  In fact, usually you can't even get letters.  
Most of the time it's just goofy ascii characters.  After a few twists of
the knob the loran locks up and turning the knob won't even change the
characters on the display.

When this happens all you can do is turn it off since you cannot get out 
of the locked mode.  (In fact, it's a lot like what happens when I run
graphics and sound drivers under Windows, but that's another story!)

Needless to say, this makes the Flybuddy virtually useless right now.  
Before I send it off to be fixed, I was hoping the folks in netland might 
have some suggestions or experience with this type of problem.

Thanks in advance.

Newsgroups: rec.aviation.owning,rec.aviation.misc
From: rex@eng.umd.edu (Rex Root)
Subject: Re: ferrying an aircraft from greensboro-ft collins-sandyeggo
Date: Tue, 12 Jan 93 15:24:08 GMT
Organization: Project GLUE, University of Maryland, College Park
Distribution: na

In article <AfILSFC00WBK01OoBR@andrew.cmu.edu> Jeffrey Dunkle <jd5f+@andrew.cmu.edu> writes:
>
>similar stories....one of my fondest memories during my student days in
>a J-3 was the first time my instructor took me up for a lesson in a
>stiff wind and...among other things....we "hovered" over the same silo
>for 10 minutes or so.

This is quite common flying wave in a glider. One can virtually stay in one
place for hours.


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

   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
Organization: Sponsored account, Carnegie Mellon, Pittsburgh, PA
Newsgroups: rec.aviation.owning,rec.aviation.misc
Date: Mon, 11 Jan 1993 08:35:13 -0500 
From: Jeffrey Dunkle <jd5f+@andrew.cmu.edu>
Subject: Re: ferrying an aircraft from greensboro-ft collins-sandyeggo
	<2616@usna.NAVY.MIL>
Distribution: na

>!	I have a little time in C152s IFR. I always had this fantasy that
>!one day I would be flying IFR into a severe headwind and get an ammended
>!clearance requiring a hold at a VOR -- and just pull the power back until
>!I could remain 'in a hover (sic)' over the VOR :-).
> 
>I once hover'd a C172 and of course an Aeronca 7AC is dirt simple
>to hover.

I suspect those of us old enough to have some "rag wing" time have
similar stories....one of my fondest memories during my student days in
a J-3 was the first time my instructor took me up for a lesson in a
stiff wind and...among other things....we "hovered" over the same silo
for 10 minutes or so.

That "old salt" also tried to teach me how to "drag" the runway with the
tail wheel, while keeping the mains off.....I never could for very
long....he was able to...for as far as he pleased.  

Jeff Dunkle
Newsgroups: rec.aviation.owning
From: greg@saltydog.dpsi.com (Gregory R. Travis)
Subject: Re: Temperatures after overhaul
Organization: Data Parallel Systems, Inc
Date: Tue, 12 Jan 1993 15:39:06 GMT

Coincidentally, Richard Collins in this month's _AOPA_ mag talks
about this a bit:

<about his Skyhawk, owned long ago, which would foul plugs on 100 octane>

	"A characteristic of the engine contributed to this.  To my knowledge
it was never acknowledged or added to subsequent flight manuals.  I learned
about it because I had a four-cylinder exhaust gas temperature gauge.

	"When cruising at less than full throttle, the EGT of the cylinders
would vary all over the lot.  That meant it was operating with rich cylinders
and with lean cylinders -- not what you want to do in an engine that
bellyaches from lead.  From experience, I can tell you that a Skyhawk
running on three cylinders will make you an instant genius at finding airports.

	"When crusing at full throttle, with the butterfly valve in the
carburetor wid open, the mixture distribution evens out.  I had much less
trouble with my engine after I started running it at full throttle most
of the time.  The cylinders were all equally lean then.  The airplan had
to be above about 7,000 feet to do this, though, or the power developed
out exceed 75 percent."


greg


	
--
Gregory Reed Travis				D  P  S  I
Data Parallel Systems Incorporated   greg@dpsi.com (For MX mailers only!)
Bloomington, IN			     greg@indiana.edu (For the others)
Newsgroups: rec.aviation.owning
From: steve@flyboy.b11.ingr.com (Steve Riccio)
Subject:  Finding water leaks
Followup-To: Warrior Water Leak 
Reply-To: steve@flyboy.b11.ingr.com(Steve Riccio)
Organization: Intergraph Corp.
Date: Tue, 12 Jan 1993 14:16:34 GMT

Mike,
	I could not get you with email so I am responding to your post 
here as others may suffer from the same problem.


        For my $0.02 worth I might try to park the airplane maybe in a
different area.  Maybe the water problem can be cured by parking the
plane with the leaking door side lower than the rest of the plane, if 
water does get in it will stay around the door area.
        To find the water leak itself I would pull the plane close to a
water outlet and attack with a water hose, dish washing liquid  and a friend.
I would put my friend in the plane, shut the door as usual, spray water
with pressure over door gasket, mix soapy water and put on door gasket
area and reapply water with pressure.  Your friend should see soap bubbles
inside where the water is leaking from.  You may need to also remove the
door panel before doing this as it may be leaking from behind the panel.
Since you have already replaced the seal, your leak is probably coming
from some other source like around the windows !!  Oh yea,  when you
start spraying don't open the door until the leak is found since some
water will get in and may lead you to think the leak is coming from
somewhere else.
        I had a leak in my car trunk and this is how I found the problem.
I had to trust my friend to let me out of the trunk when I found the leak
though ;-)  .  I will be interested in knowing if this helps, keep me
posted.
-- 
_____________________________________________________________________________
Steve Riccio
Email: steve@flyboy.b11.ingr.com
CR 1100			         "Once you have flown, you will walk the
Bld. 11 Rm. 10-C	          earth with your eyes turned skyward,
(205)730-5756-desk	          for there you have been, there you long
(205)720-7092-beeper(D)	          to return" --  da Vinci
______________________________________________________________________________
Newsgroups: rec.aviation.owning