HDTenEightyP/NetNews huggingface dataset:
From: geoff@peck.com (Geoff Peck)
Subject: CHARTER: rec.aviation.homebuilt
Followup-To: rec.aviation.misc
Reply-To: geoff@peck.com
Organization: Geoffrey G. Peck, Consultant, San Jose CA
Date: Tue, 6 Oct 1992 17:06:06 GMT

Welcome to rec.aviation.homebuilt.  This message, and companion messages
like it, will be posted to each of the new rec.aviation.* groups weekly
through the end of November, to allow people to view the charters of each
newsgroup and better understand where to post articles.

The charter of rec.aviation.homebuilt is:

****************************************************************************
*   Selecting, designing, building, and restoring aircraft.  Included in   *
*   this group are a number of different kinds of aircraft:                *
*   builder-designed, plans-built, kit-built, antique and historic, and    *
*   warbirds.                                                              *
****************************************************************************

There are now a thirteen separate subgroups on rec.aviation; if the charter
above doesn't match the content of the article you're posting (or you're
following up), please consider one of the other groups as a more
appropriate forum:

    announce (MOD)    military      piloting        soaring
    answers  (MOD)    misc          products        stories (MOD)
    homebuilt         owning        simulators      student
    ifr 

A common question is "what should I do if an article spans the charters of
two or more groups?"  The answer is cross-posting.  If you have an article
which clearly crosses the boundaries of several groups, you should post a
**single** copy of the article to **all* of the groups.  Don't post
separate copies to each group.  Most modern newsreaders will display the
article exactly once to the reader -- in the first group in which it is
encountered and read.

If you feel that the replies should be directed to a subset of the groups
to which you are submitting your post, be sure to include a line of the
form "Followup-to: groupname" in the header of your message.  See the
header of this message for an example.

If you are replying to a cross-posted article and your reply is germane to
only a subset of the original groups, please ensure that you check the
Newsgroups: line to remove unnecessary groups.  If the reply is germane to
all the groups in which the article was originally posted, try to ensure
that all the groups are listed in the Newsgroups: line.  Some older
newsreaders cause a reply to go only to the group which is currently being
read.

Use cross-posting sparingly.  If an article "90% belongs" in one group and
"10% belongs" in another, post it only to the first group.

						Geoff
Newsgroups: rec.aviation.homebuilt
From: zwork@starfighter.den.mmc.com (Michael Corvin)
Subject: Re: QuestAir Venture
Organization: Martin Marietta Astronautics Group
Date: Thu, 1 Oct 1992 23:01:09 GMT

In article <1afc18INNaiq@early-bird.think.com>, laird@think.com (Laird Popkin) writes:
|> I worked for about two years for QuestAir, a manufacturer of a homebuilt
|> airplane called the Venture.  That was a while ago, and I've fallen out of
|> touch with QuestAir, but seeing this new group made me curious as to
|> whether anyone here has flown in one or heard any news about the place.
|> When I left, the prototype had flown and set a few records, and I know that
|> since then a number and built.
|> -- 
|> - Laird Popkin, Thinking Machines
|> 
|> Connection Machine: Massively parallel supercomputer.  Also a cool black
|> cube with more blinking lights than you can shake a stick at.

I believe that QuestAir underwent some reorganization a while ago but
is going strong now.  They have a fixed-gear, lower horsepower version of their
neat li'l go-fast-egg-with-wings called the Spirit available now.  In 
AOPA Pilot a couple of months ago they noted that a quick-build kit of the
Spirit was being offered with an estimated build time of 600 hours.  QuestAir's
address is given in the article.

If the claimed 600 hour build time is true it sounds like quite a fast way
to go fast...

Are there any rec.avaitors who can comment on the flying qualities of the
Venture or the Spirit?  How about handling and performance comparisons to similar
aircraft such as the two-seat Lancairs, the RV-6, etc?  Comparisons in
construction effort?

-----------------------------------------------------------------------------
Michael Corvin 	      PP-ASEL, PP-G		zwork@starfighter.den.mmc.com
just another spaced rocket scientist at    Martin Marietta Astronautics Group
-----------------------------------------------------------------------------
===============    My views, not Martin Marietta's   ========================
-----------------------------------------------------------------------------
Newsgroups: rec.aviation.homebuilt
From: dschlot@pioneer.arc.nasa.gov (Dave Schlotthauer)
Subject: Para-plane
Organization: NASA Ames Res. Ctr. Mtn Vw CA 94035
Date: Fri, 2 Oct 92 03:59:59 GMT

I was watching the show "Wings" on the Discovery Channel about a year
ago and I saw something interesting. It looked like a go-cart with
a parachute on the back. The go-cart picked up speed and the chute
pulled him up. I have never seen anything like it since that show
and was wondering if anyone here in net land could give some more
info on this Para-plane thing.

Thanks!!

p.s.-- Great newsgroup!!


Newsgroups: rec.aviation.homebuilt
From: enns@waterloo.hp.com (Roger Enns)
Subject: Re: Subaru Power??
Date: Tue, 6 Oct 1992 18:59:10 GMT
Organization: HP Panacom Div Waterloo ON Canada
X-Newsreader: TIN [version 1.1.4 PL6]

Regarding Subaru power, I am not planning on an immediate
installation, and flight test.  I am planning to spend many hours
of ground testing before risking my neck.  If you check the back
of any Kitplanes mag, you will notice a large number of adds for
Subaru conversion kits, PSRU's etc.  The 1800cc EA81 engine is
fast becoming the powerplant of choice for the gyro guys.  I saw
many flying examples at OSHKOSH.  The EA81 engine is know for its
durability.  I have had many mail responses stating life-times
for the engine of 150,000 miles and more - in a car, that is.
The engine produces decent power for its size, at a relatively
low rpm.  Some guys are direct driving this engine, and even
direct driven it puts out much more hp than a comparable VW.

I love tinkering on engines, which is why I am pursuing this
concept.  I don't mind if it ends up that the Subaru is
unsuitable, as I will have learned much in the area of engine
conversion, ignition systems, props, etc.  We are planning to use
a thrust measurement to calculate actual power output of the
engine.  The engine will be mounted in such a way as to allow
running the engine at full throttle, and measuring thrust output
on a force scale.  I am eager to compare this to the thrust
output of our VW, and other similar sized powerplants, both
certified and auto conversions.  An article in last months
Kitplanes describes how a couple of guys with Neiport (sp)
replicas did this when optimizing prop selection - quite
interesting.

Roger Enns (enns@waterloo.hp.com) Panacom Automation Division, HP
C-GIIV Dragonfly, 1979 RX7 13B, 1985 Colt
From: spenny@sw.stratus.com (Steve Pennypacker)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Advantages to radial engines?
Keywords: Radials,
Date: 5 Oct 92 21:02:33 GMT
Organization: Stratus Computer, Inc.

In article <1992Oct5.181511.26641@netnews.synoptics.com>, franks@synoptics.com (Frank Stutzman) writes:
> Somebody at work here made it down to the Salinas airshow (I had to stay in 
> town, sniff) and was talking about the the Wilga that was there.  The question
> came up as to what the advantages are to a radial engine.   I have no idea.  Are
> there any?  Anybody know?

They sound better :-)

-- 
     Steve Pennypacker		     PP-ASEL

     spenny@wiley.ts.stratus.com     Stephen_Pennypacker@vos.stratus.com
Newsgroups: rec.aviation.homebuilt
From: enns@waterloo.hp.com (Roger Enns)
Subject: Subaru Power??
Date: Fri, 2 Oct 1992 14:18:41 GMT
Organization: HP Panacom Div Waterloo ON Canada
X-Newsreader: TIN [version 1.1.4 PL6]

Does anyone know of any homebuilts flying under Subaru power?
I've seen the Stiletto, on last months Kitplanes cover.  I would
like to talk to someone regarding conversion difficulties,
reliability, power output, etc.  I am considering the EA81 as a
powerplant for my Dragonfly.  I know of one Dragonfly powered by
the larger 2.2liter Subaru, but it is decidedly overpowered.  He
can easily exceed VNE in level flight.  I am looking for a more
reliable and durable powerplant, in the range of 75 to 90 hp.
With our present 1835 VW, climb rate at gross on a hot day is
marginal at best.  Rather than hop the sh%t out of the poor VW,
and risk crank failures, etc, I am hoping to install a very near
stock Subaru.  At OSHKOSH, the gyro guys seemed to love the
powerplant, with many flying examples on hand.

Comments of any constructive nature are welcome.

--
Roger Enns (enns@waterloo.hp.com) Panacom Automation Division, HP
C-GIIV Dragonfly, 1979 RX7 13B, 1985 Colt
Newsgroups: rec.aviation.homebuilt
From: Jack.Smoke@bbs.oit.unc.edu (Jack Smoke)
Subject: GEVs/Hovercraft?
Organization: Extended Bulletin Board Service
Date: Mon, 5 Oct 1992 18:07:31 GMT

I'm not sure this is the right newsgroup for this, but....
I've been looking for some time for information on 
homebuilt GEVs.   I've read a 1966 book called "Designing 
and building Hovercraft," but surely thhere's been some advance in the
field since then?!  I can't find an issue of "Jane's Surface Skimmers"
any later than '85.  Can anyone point me to an organization,
book, or other newsgroup that might help in my search?

--
   The opinions expressed are not necessarily those of the University of
     North Carolina at Chapel Hill, the Campus Office for Information
        Technology, or the Experimental Bulletin Board Service.
           internet:  bbs.oit.unc.edu or 152.2.22.80
Newsgroups: rec.aviation.homebuilt
From: grand@sweetpea.jsc.nasa.gov (Robert Grand 283-4135)
Subject: Cirrus VK-30
Keywords: Cirrus VK-30
Organization: McDonnell Douglas Space Systems Company
Date: Fri, 2 Oct 1992 19:22:44 GMT



I would like to hear from anyone who is building or has built the Cirrus VK-30. 
I would especially like to hear from anyone in South East Texas.

Thanks very much.

Robert Grand

(713) 283-4135
grand@sweetpea.jsc.nasa.gov
Newsgroups: rec.aviation.homebuilt
From: buffalo@wam.umd.edu (Duncan D. Sterling)
Subject: Re: ultralights
Organization: University of Maryland, College Park
Distribution: usa
Date: Fri, 2 Oct 1992 21:22:59 GMT

The U S Ultralight foundation of Mount Airy, Maryland is probably the
premier source of ultralight information currently available.  They
publish a bimonthly newspaper called "Ultralight Flying".

USUF's phone number can probably be obtained from information, and your
local library can probably direct you to a reference work that'll have
an address for Ultralight Flying.

-- 
-----------------------------------------------------------------------------
Duncan Sterling          buffalo@wam.umd.edu   GT750L, KH500A8, CA175K3
University of Maryland    "Yeeehaaa!" - Slim Pickens in "Dr. Strangelove"   
College Park, Md.         "2 strokes are quicker than 4" - anonymous 
Newsgroups: rec.aviation.homebuilt
From: umpistun@ccu.umanitoba.ca (Brent Pistun)
Subject: Re: Popular Mechanics Article
Organization: University of Manitoba, Winnipeg, Manitoba, Canada
Distribution: na
Date: Sat, 3 Oct 1992 06:22:36 GMT

In article <1992Oct2.174105.4218@jhunix.hcf.jhu.edu> crawford@jhunix.hcf.jhu.edu (James E Crawford) writes:
>A few months ago, there was an article on homebuilt aircraft in Popular
>Mechanics. Among the aircraft profiled was a very futuristic-looking model
>with a rear mounted engine and front canards. I have since lost my copy of
>the issue in which this appeared, and I was hoping that someone out there in
>net-land could tell me the model name that I am describing. It carried two
>passengers and cargo. Also, if anyone has had any experience with this
>particular plane, I would appreciate your comments.
>

  I think you are describing the "Berkut".  I saw it flying at Oshkosh this
year.. It looks like a nice aircraft, but I don't have any specs. on it..


-- 
Brent E. Pistun                                       Computer Engineering
umpistun@CCU.UManitoba.CA                           University of Manitoba
From: geoff@peck.com (Geoff Peck)
Newsgroups: rec.aviation.homebuilt
Subject: Re: ultralights
Date: 4 Oct 92 08:37:07 GMT
Followup-To: rec.aviation.misc
Distribution: usa
Organization: Geoffrey G. Peck, Consultant, San Jose CA

Welcome, gentle readers.  The best forum for discussion of ultralight
activities on rec.aviation.* is

	    >>> rec.aviation.misc

I suggest that future discussions on this subject be moved to that group.

[I'll be posting "gentle push" messages like this for a few weeks to try
to help guide postings to the new groups in a consistent manner; hopefully,
things will sort themselves out by then.]

						Geoff
From: hougen@uirvlh.csl.uiuc.edu (Darrell Roy Hougen)
Newsgroups: rec.aviation.homebuilt
Subject: Re: kits
Date: 1 Oct 92 19:25:07 GMT
Article-I.D.: roundup.1afjajINN64t
Organization: Center for Reliable and High-Performance Computing, University of Illinois at Urbana-Champaign
NNTP-Posting-Host: uirvlh.csl.uiuc.edu

dworden@cwis.unomaha.edu (David Paul Worden) writes:

*>I would like any and all information regarding the purchase, plans, and 
*>construction of aircraft kits, especially rotorcraft.  Also if anyone knows
*>any of the FAA regs. regarding these kits, please send that as well.

Ditto!  (That means "me too").

Darrell
Newsgroups: rec.aviation.homebuilt
From: doshay@ursa.arc.nasa.gov (David Doshay)
Subject: Re: kits
Organization: NASA-Ames Biocomputation Center
Date: Thu, 1 Oct 1992 20:10:39 GMT

In article <1afjajINN64t@roundup.crhc.uiuc.edu>, hougen@uirvlh.csl.uiuc.edu (Darrell Roy Hougen) writes:
|> dworden@cwis.unomaha.edu (David Paul Worden) writes:
|> 
|> *>I would like any and all information regarding the purchase, plans, and 
|> *>construction of aircraft kits, especially rotorcraft.  Also if anyone knows
|> *>any of the FAA regs. regarding these kits, please send that as well.
|> 
|> Ditto!  (That means "me too").
|> 


For such a broad and general overview you should prob join the EAA and/or
buy one of the books for sale on the subject (some written by a frequent
poster ... if he would care to identify himself and shamelessly plug his
book, so be it)    :^)

David		doshay@soma.arc.nasa.gov

The thought police insist I tell you:
my thoughts, not NASA's
From: dbell@ESD.3Com.COM (Don Bellenger)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Any LanceAir Builders out there??...
Keywords: lancair, homebuild, aircraft
Date: 3 Oct 92 17:59:26 GMT

arumble@extro.ucc.su.OZ.AU (Anthony Rumble) writes:
yea,  I built one of them.  Let's talk.
Are you considering starting a new one, Or
have you already built it?

/Don Bellenger        "donb@3com.com"

My business phone nr is 408-764-5111



>Are their any Lancair builders out there ?

>-- 
>Anthony Rumble
>aka SmilieZ
>"Anything is possible.. If there is enuf money in it"
Newsgroups: rec.aviation.homebuilt
From: Bruce.Hoult@bbs.actrix.gen.nz
Subject: Re: Subaru Power??
Organization: Actrix Information Exchange
Date: Tue, 6 Oct 1992 09:56:15 GMT

In article <1992Oct6.014336.14004@leland.Stanford.EDU> eap@leland.Stanford.EDU (Eric Perozziello) writes:
> 
> The problem is that it can't tell how many molecules it "counts"
> are oxygen, and how many are nitrogen.


That would only matter if the proportion of O2 to N2 (well, to the
total composition, really) varied with altitude.

Does it?

I wouldn't have thought so, since O2 and N2 are such similar molecules
with only a 14% difference in molecular weight and therefore a 7% difference
in molecular velocities.
-- 
Bruce.Hoult@bbs.actrix.gen.nz   Twisted pair: +64 4 477 2116
BIX: brucehoult                 Last Resort:  PO Box 4145 Wellington, NZ
"Cray's producing a 500 MIPS personal computer with 256MB RAM and 8 GB
hard disk that fits in your pocket!"   "Great!  Is it PC compatible?"
Newsgroups: rec.aviation.homebuilt
From: enns@waterloo.hp.com (Roger Enns)
Subject: Re: QuestAir Venture
Date: Fri, 2 Oct 1992 16:58:06 GMT
Distribution: na
Organization: HP Panacom Div Waterloo ON Canada
X-Newsreader: TIN [version 1.1.4 PL6]

In the Venture's case, fast means ~300mph top speed.  Climb rate
has got to be close to 3000 ft/min.  They are presently working
on a twin turbocharged version, which should be even quicker.

Yes, you need a private pilots license to fly it, and any other
homebuilt (these are not ultralights!!).  In the Venture's case,
many hours of very high performance single time would be quite
beneficial, I'm sure.
--
Roger Enns (enns@waterloo.hp.com) Panacom Automation Division, HP
C-GIIV Dragonfly, 1979 RX7 13B, 1985 Colt
Newsgroups: rec.aviation.homebuilt
From: eap@leland.Stanford.EDU (Eric Perozziello)
Subject: Re: Subaru Power??
Organization: DSG, Stanford University, CA 94305, USA
Date: Tue, 6 Oct 92 01:43:36 GMT

In article <1992Oct5.013139.14998@netcom.com> geo@netcom.com (George Pontis) writes:
>bob@halfdome.sf.ca.us (bob pasker) writes:
>
>>In article <1992Oct3.114428.704@actrix.gen.nz>, Bruce.Hoult@bbs.actrix.gen.nz writes:
>>> The 750cc engine is 75 HP and the 1000cc engine is 90 HP.  With the
>>> fuel injection and engine management computer they automatically
>>> compensate for altitude up to 17,000 ft.  
>>                  ^^^^^^^^^^^^^^^^^^^^^^^
>
>>having also owned such a bike, i can say that this is not true: there
>>is a jumper under the left hand side panel which is to be connected
>>over 5k ft. for proper mixture. the fuel injectio computer works via a
>>mass air flow meter which cannot determine the density of the air.  i
>>wired the jumper to a switch on the dashboard for easier access. 
>
>I though that a mass airflow meter was exactly the device that's needed !
>It measures the number of air molecules that the engine breathes, usually
>by noting their cooling effect on a hot wire. Once the number of air
>molecules is known, then the optimum fuel injection quantity can be 
>determined with only minor adjustments to the calculation. Why it has such
>a switch I don't know. Are you sure that it is a mass flow sensor ?
>

The problem is that it can't tell how many molecules it "counts"
are oxygen, and how many are nitrogen.


Newsgroups: rec.aviation.homebuilt
From: arumble@extro.ucc.su.OZ.AU (Anthony Rumble)
Subject: Any LanceAir Builders out there??...
Keywords: lancair, homebuild, aircraft
Organization: Sydney University Computing Service, Sydney, NSW, Australia
Date: Sat, 3 Oct 1992 04:22:23 GMT

Are their any Lancair builders out there ?

-- 
Anthony Rumble
aka SmilieZ
"Anything is possible.. If there is enuf money in it"
From: geo@netcom.com (George Pontis)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Subaru Power??
Date: 5 Oct 92 01:31:39 GMT
Organization: Netcom - Online Communication Services  (408 241-9760 guest)

bob@halfdome.sf.ca.us (bob pasker) writes:

>In article <1992Oct3.114428.704@actrix.gen.nz>, Bruce.Hoult@bbs.actrix.gen.nz writes:
>> The 750cc engine is 75 HP and the 1000cc engine is 90 HP.  With the
>> fuel injection and engine management computer they automatically
>> compensate for altitude up to 17,000 ft.  
>                  ^^^^^^^^^^^^^^^^^^^^^^^

>having also owned such a bike, i can say that this is not true: there
>is a jumper under the left hand side panel which is to be connected
>over 5k ft. for proper mixture. the fuel injectio computer works via a
>mass air flow meter which cannot determine the density of the air.  i
>wired the jumper to a switch on the dashboard for easier access. 

I though that a mass airflow meter was exactly the device that's needed !
It measures the number of air molecules that the engine breathes, usually
by noting their cooling effect on a hot wire. Once the number of air
molecules is known, then the optimum fuel injection quantity can be 
determined with only minor adjustments to the calculation. Why it has such
a switch I don't know. Are you sure that it is a mass flow sensor ?
From: bies@sctc.com (Marty Bies)
Newsgroups: rec.aviation.homebuilt
Subject: ultralights
Date: 2 Oct 92 18:19:20 GMT
Distribution: usa
Organization: SCTC

Welcome rec.aviation.*!

I have had an interest in ultralights for a few years now.  I have not been
able to find any mags. or other forums discussing this aspect of aviation.
Can anyone give me some direction as far as researching the planes or the
industry as a whole?

Marty
bies@sctc.com
From: hdnea@usho92.hou281.chevron.com (David Neal)
Newsgroups: rec.aviation.homebuilt
Subject: Re: Subaru Power??
Date: 5 Oct 92 14:33:21 GMT
Organization: Chevron

In article <1992Oct3.102752.606@halfdome.sf.ca.us> bob@halfdome.sf.ca.us (bob pasker) writes:
>In article <1992Oct3.114428.704@actrix.gen.nz>, Bruce.Hoult@bbs.actrix.gen.nz writes:
>> The 750cc engine is 75 HP and the 1000cc engine is 90 HP.  With the
>> fuel injection and engine management computer they automatically
>> compensate for altitude up to 17,000 ft.  
>                  ^^^^^^^^^^^^^^^^^^^^^^^
>
>having also owned such a bike, i can say that this is not true: there
>is a jumper under the left hand side panel which is to be connected
>over 5k ft. for proper mixture. the fuel injectio computer works via a
>mass air flow meter which cannot determine the density of the air.  i
>wired the jumper to a switch on the dashboard for easier access. 
>

I'm sure you're right (never even seen one of these bikes),
but computing density altitude (altitude adjusted for 
air temperature and humidity) is something pilots 
_should_ do before every flight. Few do, of course.


Once you know the density altitude, you can compute
whether the switch should be on at takeoff, or when
(at what altitude) you should switch it on.


>-- 
>-- bob pasker
>-- bob@halfdome.sf.ca.us 
>--


-- 
David Neal -- hdnea@hou281.chevron.com 
Conserve water, California's deserts need more cotton farms.
Barbie says, Take quaaludes in gin and go to a disco right away!
 But Ken says, WOO-WOO!!  No credit at ``Mr. Liquor''!!
Newsgroups: rec.aviation.homebuilt
From: dlm@unislc.uucp (Dennis McCurdy)
Subject: Re: Advantages to radial engines?
X-Newsreader: TIN [version 1.1 PL6]
Organization: Unisys Corporation SLC
Date: Tue, 6 Oct 1992 16:35:28 GMT

Steve Pennypacker (spenny@sw.stratus.com) wrote:
: In article <1992Oct5.181511.26641@netnews.synoptics.com>, franks@synoptics.com (Frank Stutzman) writes:
: > Somebody at work here made it down to the Salinas airshow (I had to stay in 
: > town, sniff) and was talking about the the Wilga that was there.  The question
: > came up as to what the advantages are to a radial engine.
: 
: They sound better :-)
: 
: -- 
:      Steve Pennypacker		     PP-ASEL

As I remember it (this is really going back) cooling is better on a radial
engine and you get a power burst every 40 degrees of prop travel. On opposed
engines you get a power burst every 60 degrees. One of the disadvantages
of radials is they use copius quantities of oil and are rather expensive to
overhaul. I'm sure there are others.

Actually, their sound is the only advantage I care about! :-)

-- 
Dennis L. McCurdy          |
  PP-ASEL A&P              |
 dlm@unislc                |
 dlm@unislc.slc.unisys.com |
Newsgroups: rec.aviation.homebuilt
From: morris@mksol.dseg.ti.com (jerry a morris)
Subject: twin ultralight?
Organization: Texas Instruments
Date: Mon, 5 Oct 1992 12:53:28 GMT

Keywords: 


There was a twin ultralight in the movie 
_THE GODS MUST BE CRAZY II_ with a ballistic parachute.
It had an inverted v tail and high wing over an enclosed
cockpit. It held two people plus bagage.
Does anyone know the name of this plane and where more info
can be obtained.
From: btarbox@sw.stratus.com (Brian Tarbox)
Newsgroups: rec.aviation.homebuilt
Subject: Looking for Al Hine, a plane builder
Date: 2 Oct 92 12:56:50 GMT
Distribution: usa
Organization: Stratus Computer, Inc.

Subject says it all, last I knew Al lived in New Hampshire.